North American F-100 Super Sabre

Background The F-100 can be traced back to an internal design study performed by North American Aviation as early as 1949. It was named Sabre 45 in reference to its 45° wing sweep and essentially represented an evolution of the company's successful F-86 Sabre. In January 1951, the company delivered an unsolicited proposal for a supersonic day fighter to the United States Air Force (USAF). Around this time, development work slowed considerably while North American focused on improving and ramping up production of the F-86 in response to urgent demands for more aircraft to participate in the Korean War. Once level at 35,000 feet he accelerated to supersonic speed, leaving his chase pilot, ”Pete” Everest well behind in his F-86D. As such, he was the first person to exceed Mach 1 in level flight in a jet. During one of its early test flights, the first prototype reached a maximum of Mach 1.05 in spite of being fitted with a derated Pratt & Whitney XJ57-P-7 engine. By September, flight testing had confirmed the presence of three major deficiencies in the design, all of which required correction ahead of it being considered as acceptable. Accordingly, during December 1953, the Air Council opted to alter the program, reducing the outstanding total orders for the F-100A by 70 aircraft in favor of a new fighter-bomber variant that would be capable of delivering nuclear bombs. During November 1954, production of the F-100 was reduced to 24 aircraft per month in response to a spate of fatal accidents. Aircraft already built were stored and the corrections were applied later. Following appropriate remedial work, the USAF opted to partially lift its restrictions on both production and flights of the F-100 in February 1955; deliveries resumed two months later. Further development promotional film. Various adaptions and derivatives of the F-100 were considered during its development. During mid-1954, an interceptor model of the aircraft was being studied; in July of that year, a mockup of the envisioned F-110B1 was completed, it was intended as a backup for the in-development Convair F-102 Delta Dagger interceptor. However, the difficulties experienced with the F-100A were viewed as evidence that the aircraft, even in the face of expected improvements, would be incapable of satisfying the operational requirement to a greater degree than that of the F-102. The definitive model would be the F-100D. During May 1954, the TAC had requested a more sophisticated fighter-bomber; the company aimed to address the offensive shortcomings of the F-100C by being primarily a ground-attack aircraft with secondary fighter capabilities. To achieve this, the aircraft was fitted with autopilot, upgraded avionics, and starting with the 184th production aircraft, compatibility with the AIM-9 Sidewinder air-to-air missile. To further address the dangerous flight characteristics, the wingspan was extended by 26 in (66 cm) and the vertical tail area was increased by 27%. In October 1954, an initial production contract was issued for the F-100D, follow-on contracts would be issued in March and December of the following year. On 24 January 1956, the first F-100D (54–2121) flew, piloted by Daniel Darnell. During December 1955, an initial production contract for the F-100F trainer was placed. The prototype TF-100C, which lacked most operational equipment, made its first flight on 6 August 1956; it was followed by the first production aircraft on 7 March 1957. ==Design==

The North American F-100 Super Sabre is a supersonic fighter aircraft. It was one of the first aircraft with a stabilator, or all-moving tailplane. Unlike modern stabilators which use an anti-servo tab, gearing and a variable stiffness spring were attached to the control stick to provide acceptable resistance to prevent pilot-induced oscillation. Unusually, the aircraft made extensive use of titanium throughout key areas of the airframe. The F-100 exhibited several concerning handling difficulties, especially early on in its flying career. Particularly troubling was the yaw instability in certain flight conditions, which produced inertia coupling. The aircraft could develop a sudden yaw and roll, occurring too rapidly for the pilot to correct and would quickly overstress the aircraft's structure, leading to disintegration. It was under these conditions that North American's chief test pilot, George Welch, was killed while dive testing an early-production F-100A (s/n 52-5764) on 12 October 1954. Several early modifications were made to address the problem, including the integration of black boxes with the yaw and pitch axis, the reshaping of the vertical tail surfaces, shortening of the tailfin, and increased chord of the rudder. The F-100 was the subject of many modification programs over the course of its service. Many of these were improvements to electronics, structural strengthening, and projects to improve ease of maintenance. One of these was the replacement of the original afterburners of the J-57 engines with the more advanced afterburners from retired Convair F-102 Delta Dagger interceptors. This modification changed the appearance of the aft end of the F-100, doing away with the original "petal-style" exhaust. The afterburner modification started in the 1970s and solved maintenance problems with the old type, as well as operational problems, including compressor stall problems. ==Operational history==

On 27 September 1954, the F-100A officially entered USAF service with the 479th Fighter Wing, based at George AFB, California. During 1961, the withdrawal of all USAF F-100As had been completed; by that time, 47 aircraft had been lost in major accidents. However, the F-100A was largely used for aircrew training during this time. Due to attrition, the ANG ceased operating the F-100A during 1967 while the USAF opted to permanently retire the model in early 1970. The F-100C fighter-bomber entered service on 14 July 1955 with the 450th Fighter Wing at Foster AFB, Texas. Operational testing in 1955 revealed that the F-100C was at best an interim solution, sharing all the flaws of the F-100A. The uprated J57-P-21 engine boosted performance, although it continued to suffer from compressor stalls, but the F-100C was considered an excellent platform for nuclear toss bombing because of its high top speed. The inertia coupling problem was reasonably addressed with the installation of a yaw damper in the 146th F-100C, which was later retrofitted to earlier aircraft. A pitch damper was added, starting with the 301st F-100C, at a cost of US$10,000 per aircraft. The 450s proved scarce and expensive and were often replaced by smaller 335 US gal (1,290 L) tanks. Most troubling to TAC was the fact that, as of 1965, only 125 F-100Cs were capable of using all non-nuclear weapons in the USAF inventory, particularly cluster bombs and AIM-9 Sidewinder air-to-air missiles. By the time the F-100C was phased out in June 1970, 85 had been lost in major accidents. The F-100D entered service on 29 September 1956 with the 405th Fighter Wing at Langley AFB. The model exhibited reliability problems from the onset, particularly with the constant-speed inverter which provided constant-frequency current to the electrical systems. This unit was so unreliable that the USAF required it to have its own oil system to minimize damage in case of failure. Landing gear and brake parachute malfunctions claimed several aircraft while the refueling probes had a tendency to break away during high-speed maneuvers. During 1959, 65 aircraft were modified to also fire the AGM-12 Bullpup air-to-ground missile. Numerous post-production fixes created such a diversity of capabilities between individual aircraft that by 1965, around 700 F-100Ds underwent High Wire modifications to standardize the weapon systems. On 26 March 1958, an F-100D fitted with an Astrodyne booster rocket making of thrust successfully performed a zero-length launch. This capability was incorporated into late-production aircraft. It received many of the same weapons and airframe upgrades as the F-100D, including the new afterburners. Various modifications, largely focused on the structure, were made during the F-100F's service life; several were adapted with special equipment for electronic warfare operations and saw use in this capacity in Vietnam. By June 1970, 74 F-100Fs had been lost in major accidents. The pilot's operating manual warned that the F-100F would not recover from a spin. The model was phased out of USAF service in 1972. On July 15, 1958, the 354th Tactical Fighter Wing deployed 29 F-100Ds and Fs to Incirlik Air Base during the 1958 Lebanon crisis to support the Marine landing in Beirut to form a composite air strike force with B-57s, RB-66s, C-124s, RF-101s, and C-130s. In August, 1958, the USAF sent F-100Ds, F-101Cs, F-104As, and B-57Bs to Taiwan during the Second Taiwan Strait Crisis to demonstrate support for Taiwan. during the crisis. On May 2, 1965, 18 USAF F-100s flew from Ramey Air Force Base in Puerto Rico to support Operation Power Pack flying 313 combat sorties before returning to Myrtle Beach on May 28. After a major accident, the USAF Thunderbirds reverted from F-105 Thunderchiefs to the F-100D, which they operated from 1964 until it was replaced by the McDonnell Douglas F-4 Phantom II in 1968. By 1972, the F-100 was mostly phased out of USAF active service and turned over to tactical fighter groups and squadrons in the ANG. In ANG units, the F-100 was eventually replaced by the F-4 Phantom II, LTV A-7D Corsair II, and Fairchild Republic A-10 Thunderbolt II, with the last F-100 retiring in 1979 as the General Dynamics F-16 Fighting Falcon was phased in. In foreign service, the Royal Danish Air Force and Turkish Air Force F-100s soldiered on until 1982. Over the lifetime of its USAF service, 889 F-100s were destroyed in accidents, resulting in the deaths of 324 pilots. The deadliest year for F-100 accidents was 1958, which saw 116 aircraft destroyed and 47 pilots killed. Pilots trained on the F-100A at Edwards Air Force Base and George Air Force Base in California and then at Palmdale Air Force Base for training with the actual RF-100As with which they would be deployed. Flight tests revealed that the RF-100A in its intended operational fit of four external tanks was lacking in directional and longitudinal stability, requiring careful handling and close attention to speed limitations for the drop tanks. Once pilot training was completed in April 1955, three aircraft were deployed to Bitburg Air Base in Germany, flying to Brookley AFB in Mobile, Alabama, cocooned, loaded on an aircraft carrier and delivered to Short Brothers at Sydenham, Belfast, for reassembly and flight preparation. At Bitburg, they were assigned to Detachment 1 of the 7407th Support Squadron, and commenced operations flying over Eastern Bloc countries at high altitude (over 50,000 ft) to acquire intelligence on military targets. Many attempts were made to intercept these aircraft to no avail, with some photos of fighter airfields clearly showing aircraft climbing for attempted intercepts. The European detachment probably only carried out six missions between mid-1955 and mid-1956 when the Lockheed U-2 took over as the deep-penetration aerial reconnaissance asset. Three RF-100As were also deployed to the 6021st Reconnaissance Squadron at Yokota Air Base in Japan, but details of operations there are not available. Two RF-100As were lost in accidents, one due to probable overspeeding, which caused the separation of one of the drop tanks and resulted in complete loss of control, and the other due to an engine flame-out. In mid-1958, all four remaining RF-100As were returned to the US and later supplied to the Republic of China Air Force in Taiwan. Project High Wire during a military exercise "High Wire" was a modernization program performed upon selected F-100Cs, F-100Ds and F-100Fs. It comprised two modifications - an electrical rewiring upgrade and a heavy maintenance and inspect-and-repair as necessary (IRAN) upgrade. Rewiring upgrade operations consisted of replacing old wiring and harnesses with improved maintainable designs. Heavy maintenance and IRAN included new kits, modifications, standardized configurations, repairs, replacements, and complete refurbishment. This project required all new manuals and incremented (i.e. -85 to -86) block numbers. All later-production models, especially the F models, included earlier High Wire modifications. New manuals included colored illustrations and had the Roman numeral (I) added after the aircraft number (e.g. T.O. 1F-100D(I)-1S-120, 12 January 1970). High Wire modifications took 60 days per aircraft at a cost for the entire project of US$150 million. Vietnam War Fighter and close air support missions , South Vietnam, in late June or early July 1965 On 16 April 1961, six Super Sabres were deployed from Clark Air Base in the Philippines to Don Muang Royal Thai Air Force Base in Thailand for air-defense purposes, the first F-100s to enter combat in Southeast Asia. MiG-17, using cannon fire, while another fired AIM-9 Sidewinder missiles. The surviving North Vietnamese pilot confirmed three of the MiG-17s had been shot down. Although recorded by the US Air Force as a probable kill, this represented the first aerial victory by the US Air Force in Vietnam. The small force of four MiG-17s, though, had penetrated the escorting F-100s to claim two F-105s. The F-100 was soon replaced by the F-4C Phantom II for MiG CAP, which pilots noted suffered for lacking built-in guns for dogfights. The United States military in the Vietnam War was not known for using activated Army National Guard, Air National Guard, or other US Reserve units, but rather, relying on conscription during the course of the war. During a confirmation hearing before Congress in 1973, Air Force General George S. Brown, who had commanded the 7th Air Force during the war, stated that five of the best Super Sabre squadrons in Vietnam were from the Air National Guard. This included the (120 TFS) of the Colorado Air National Guard, the 136 TFS of the New York Air National Guard TFS, the 174 TFS of the Iowa Air National Guard, and the 188 TFS of the New Mexico Air National Guard. The fifth unit was a regular AF squadron manned by mostly air national guardsmen. The Air National Guard F-100 squadrons increased the regular USAF by nearly 100 Super Sabres in theater, averaging, for the Colorado ANG F-100s, 24 missions a day, delivering ordnance and munitions with a 99.5% reliability rate. From May 1968 to April 1969, the ANG Super Sabres flew more than 38,000 combat hours and more than 24,000 sorties. Between them, at the cost of seven F-100 Air Guard pilots killed (plus one staff officer) and the loss of 14 Super Sabres to enemy action, the squadrons expended over four million rounds of 20 mm shells, 30 million pounds of bombs and over 10 million pounds of napalm against their enemy. The Hun was also deployed as a two-seat F-100F model, which served as a "fast FAC" or Misty FAC in North Vietnam and Laos, spotting targets for other fighter-bomber aircraft, performing road reconnaissance, and conducting search-and-rescue missions as part of the top-secret Commando Sabre project, based out of Phu Cat and Tuy Hoa air bases. By the conflict's end, 242 F-100s of various models had been lost in Vietnam, as the F-100 was progressively replaced by the F-4 Phantom II and the F105 Thunderchief. The Hun had logged 360,283 combat sorties during the war and its wartime operations came to end on 31 July 1971. The four fighter wings with F-100s flew more combat sorties in Vietnam than over 15,000 North American P-51 Mustangs had flown during World War II. After 1967, they did not fly into North Vietnam as much and mainly performed close air-support missions for American units in the South. Despite the April 1965 dogfight, which the USAF classified as resulting in a "probable" kill, no F-100 was ever officially credited with any aerial victories. No F-100 in Vietnam was lost to enemy fighters, but 186 were shot down by antiaircraft fire, 7 were destroyed in Vietcong attacks on airbases, and 45 crashed in operational incidents. Wild Weasel The F-100 was also the first Wild Weasel air defense suppression aircraft, whose specially trained crews were tasked with locating and destroying enemy missile defenses. Four F-100F Wild Weasels were fitted with APR-25 vector radar homing and warning receivers, IR-133 panoramic receivers with greater detection range, and KA-60 panoramic cameras. The APR-25 could detect early-warning radars and emissions from SA-2 Guideline tracking and guidance systems. These aircraft deployed to Korat Royal Thai Air Force Base, Thailand, in November 1965, began flying combat missions with the 388th Tactical Fighter Wing in December. They were joined by three more aircraft in February 1966. All Wild Weasel F-100Fs were eventually modified to fire the AGM-45 Shrike anti-radiation missile. Algerian war French Air Force Super Sabres of the EC 1/3 Navarre flew combat missions, striking from bases within France against targets in French Algeria. The planes were based at Reims, refueling at Istres on the return flight from Algeria. The F-100 was the main fighter-bomber operated by the French Air Force during the 1960s until the type was replaced by the SEPECAT Jaguar. Turkey Turkish Air Force F-100 units were used during the Turkish invasion of Cyprus in 1974. Together with Lockheed F-104G Starfighters, they provided close air support to Turkish ground troops and bombed targets around Nicosia. Following previous intrusions in Soviet air space, on 24 August 1976, a pair of Turkish Air Force F-100s entered into the Soviet Union airspace. While three Su-15s were intercepting the intruders, a ground based Soviet SAM battery shot down one of the Turkish F-100s. In March 1987, Turkish Super Sabres bombed PKK bases in northern Iraq. On 14 September 1983, a pair of Turkish Air Force F-100F Super Sabres of 182 Filo “Atmaca” penetrated Iraqi airspace. A Mirage F1EQ of the Iraqi Air Force intercepted the flight and fired a Super 530F-1 missile at them. One of the Turkish fighter jets (s/n 56-3903) was shot down and crashed in Zakho valley near the Turkish-Iraqi border. The plane's pilots reportedly survived the crash and were returned to Turkey. The incident was not made public by either side, although some details surfaced in later years. The incident was revealed in 2012 by Turkish Defence Minister İsmet Yılmaz, in response to a parliamentary question by Republican People's Party (CHP) MP Metin Lütfi Baydar in the aftermath of the downing of a Turkish F-4 Phantom II in Syria, in 2012. Taiwan Taiwan took delivery of 119 F-100As, 4 RF-100As, and 14 F-100Fs, and lost a number of F-100As and Fs in the course of service, but never lost a single RF-100A in either combat or accident. Those four RF-100As had never been sent on a reconnaissance mission over mainland China, as they could only produce photographic images of mediocre quality at best. Moreover, after each flying hour, the ground personnel had to spend over 100 hours on the aircraft maintenance. All of the RF-100As were returned to the US after one year and 11 months (1 January 1959 – 1 December 1960) in ROCAF service. Achievements " painted over) • The first operational aircraft in United States Air Force inventory capable of exceeding the speed of sound in level flight. ==Variants==

on display at the National Museum of the United States Air Force ;YF-100A :Prototype, model NA-180 two built, s/n 52-5754 and 5755. ;YQF-100 :Nine test unmanned drone version: two D-models, one YQF-100F F-model,see DF-100F and six other test versions. ;F-100A :Single-seat day fighter; 203 built, model NA-192. drones and drone directors for testing and destruction by modern air-to-air missiles used by current US Air Force fighter jets. ;F-100J :Unbuilt all-weather export version for Japan ;F-100K :Unbuilt design study for a two-seat F-100F powered by a J57-P-55 engine ;F-100L :Unbuilt design study for a single-seat F-100D powered by a J57-P-55 engine ;F-100N :Unbuilt version with simplified avionics for NATO customers ;F-100S :Proposed French-built F-100F with Rolls-Royce Spey turbofan engine ==Operators==

; • Royal Danish Air Force :Flyvevåbnet operated a total of 72 aircraft. 48 F-100Ds and 10 Fs were delivered to Denmark from 1959 to 1961 as MDAP equipment. The F-100 replaced the Republic F-84G Thunderjet as a strike fighter in three squadrons; 725, 727 and 730. The F-100s of Eskadrille 725 were replaced by the Saab J35 Draken in 1970 and in 1974 14 two-seated ex-USAF TF-100F were bought. The last Danish F-100s were retired from service in 1982, replaced by F-16s. The surviving MDAP F-100s were transferred to Turkey (21 F-100Ds and two F-100Fs), while six TF-100Fs were sold for target towing. ; • French Air Force :The ''Armée de l'Air'' was the first non-US air force to receive the F-100 Super Sabre. The first aircraft arrived in France on 1 May 1958. A total of 100 aircraft (85 F-100Ds and 15 F-100Fs) were supplied to France and assigned to the NATO 4th Allied Tactical Air Force. They were stationed at German-French bases. French F-100s were used on combat missions flying from bases in France against targets in Algeria. In 1967, France withdrew from NATO's military command structure, and German-based F-100s were transferred to bases in France vacated by the USAF. The last unit using the F100D/F was the Escadron 4/11 Jura, based at Djibouti, which kept the Super Sabre until 1978. ; • Republic of China Air Force :The only non-US air force to operate the F-100A model. The first F-100 was delivered in October 1958. It was followed by 15 F-100As in 1959, and by 65 more F-100As in 1960. In 1961, four unarmed RF-100As were delivered. Additionally, 38 ex-USAF/Air National Guard F-100As were delivered later, to bring the total strength to 118 F-100As and four RF-100As. F-100As were retrofitted with the F-100D vertical tail with its AN/APS-54 tail-warning radar and equipped to launch AIM-9 Sidewinder air-to-air missiles. ; • Turkish Air Force :The Turk Hava Kuvvetleri received 206 F-100C, D and F Super Sabres. Most came from USAF stocks, and 21 F-100Ds and two F-100Fs were supplied by Denmark. Turkish F-100s saw extensive action during the 1974 invasion of Cyprus. ; • United States Air Force • United States Air Force Thunderbirds :List of F-100 units of the United States Air Force ==Surviving aircraft==

Denmark ;F-100F • 56-3927/GT-927 – Denmark Flying Museum, Stauning France ;F-100D • 55-2736 – Musée de l'Air et de l'Espace, Paris / Le Bourget. Germany ;F-100D • 54-2136 French Air Force – Schwäbisches Bauern Technical Museum, Eschach-Seifertshofen. • 54-2185 French Air Force – Schwäbisches Bauern Technical Museum, Eschach-Seifertshofen. ;F-100F • 56-3944 United States Air Force – Flugausstellung Leo Junior, Hermeskeil. Netherlands ;F-100D • 54-2265 – (painted as 54–1871, 32nd FIS) – On display at the Nationaal Militair Museum, Soesterberg. After service with the French Air Force it was returned to USAF, repainted in USAF markings and in 1976 to gate guardian at RAF Wethersfield, England. It was then removed 20 January 1988 and reported at the time to be destined for AMARC, to be held in storage on behalf of USAFM (now NMUSAF). Taiwan ;F-100A • 53-1550 – Taiwan International (Chiang Kai Shek). • 53-1571 – Tamkang University. • 53-1577 – National Tainan Industrial Vocational High School Aircraft Maintenance Department. • 53-1589 – National Taiwan University. • 53-1696 – Chung Cheng Armed Forces Preparatory School, CCAFPS. Turkey ;F-100C • 54-2009/3-089 – Istanbul Aviation Museum, Istanbul. ;F-100D • 54-2245/E-245 – Istanbul Aviation Museum, Istanbul. ;F-100F • 56-3788/8-788 – Istanbul Aviation Museum, Istanbul. United Kingdom ;F-100D • 54-2157 – North East Land, Sea and Air Museums, Sunderland. • 54-2165 – Imperial War Museum, Duxford • 54-2174 – Midland Air Museum, Coventry. • 54-2196 – Norfolk and Suffolk Aviation Museum, Bungay. • 54-2223 – Newark Air Museum, Newark-on-Trent. • 54-2163 – Dumfries and Galloway Aviation Museum, Dumfries. ;F-100F • 56-3938 French Air Force – Lashenden Air Warfare Museum, Ashford where an aircraft accident at the museum damaged 938 and the remains were shipped to the National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio, United States. United States lifting an F-100A to Hill Air Force Base, Utah for static display, 1979 Airworthy ;;F-100F • 56-3844 – Collings Foundation in Stow, Massachusetts. • 56-3916 – privately owned in Belgrade, Montana. • 56-3948 – privately owned in Fort Wayne, Indiana. • 56-3971 – privately owned in Belgrade, Montana. On display YF-100A • 52-5755 – Century Circle, West Gate at Air Force Flight Test Center Museum, Edwards AFB, California. F-100A • 52-5759 – USAF Airman Heritage Museum, Lackland AFB, Texas. • 52-5760 – Museum Desert Storate, Air Force Flight Test Center Museum, Edwards AFB, California. • 52-5761 – New England Air Museum, Bradley International Airport, Connecticut. • 52-5762 – Grand Haven Memorial Airpark, Grand Haven, Michigan. • 52-5770 – Travis AFB Heritage Center, Vacaville, California • 52-5773 – Commemorative Air Force Headquarters, Midland, Texas. • 52-5777 – Hill Aerospace Museum, Hill AFB, Utah. • 53-1532 – 150th Special Operations Wing, New Mexico Air National Guard area, Kirtland AFB, Albuquerque, New Mexico. • 53-1533 – Baxter Memorial Park, Melrose, New Mexico. • 53-1553 – South Dakota Air and Space Museum, Rapid City, South Dakota. • 53-1559 – 178th Fighter Wing / Springfield-Beckley Municipal Airport, Springfield, Ohio. • 53-1573 – Seymour Johnson AFB, North Carolina. • 53-1578 – 140th Fighter Wing / Colorado Air National Guard compound, Buckley Space Force Base, Aurora, Colorado. • 53-1600 – Tucumcari Historical Museum, Tucumcari, New Mexico. • 53-1629 – Ebing Air National Guard Base – 188th Fighter Wing, Fort Smith, Arkansas. • 53-1684 – Historic Aviation Memorial Museum, Tyler, Texas. • 53-1688 – stored for Raytheon at the Mojave Airport, Mojave, California. F-100C • 53-1709 (painted as F-100D 55–2879) – Castle Air Museum (former Castle AFB), Atwater, California • 53-1712 – Grissom Air Museum, Grissom ARB (former Grissom AFB), Peru, Indiana. • 53-1716 – Luke Air Force Base Air Park, Luke AFB, Phoenix, Arizona. • 54-1748 – Holt Heritage Airpark, Mountain Home AFB, Boise, Idaho. • 54-1752 – Dyess Linear Air Park, Dyess AFB, Texas. • 54-1753 – Southern Museum of Flight, Birmingham, Alabama. • 54-1784 – Prairie Aviation Museum, Bloomington, Illinois. Formerly at Octave Chanute Aerospace Museum, former Chanute AFB, Rantoul, Illinois. • 54-1785 – Yankee Air Museum, Belleville, Michigan • 54-1786 – March Field Air Museum, March ARB (former March AFB), Riverside, California. • 54-1823 – Pima Air & Space Museum (adjacent to Davis-Monthan AFB), Tucson, Arizona. • 54-1986 (painted as F-100C 54-1954 as flown by former northwest Florida resident and Medal of Honor recipient, Colonel George Bud Day, USAF Ret Dec) – Air Force Armament Museum, Eglin AFB, Florida. • 54-1993 – Freedom Historical Air Park, McConnell AFB, Wichita, Kansas. • 54-2005 – 185th Air Refueling Wing / Sioux City Air National Guard Base, Sioux Gateway Airport, Sioux City, Iowa. • 54-2091 – Yanks Air Museum, Chino, California. • 54-2106 – Volk Field Air National Guard Base, Wisconsin. F-100D • 54-2145 – Air Power Park near Langley AFB in Hampton, Virginia. • 54-2151 – Sheppard AFB Air Park, Sheppard AFB, Texas. • 54-2281 – Harry Bonsall Park, Glendale, Arizona. • 54-2299 – Joe Davies Heritage Airpark, Air Force Plant 42, Palmdale, California • 55-2855 – Toledo ANGB, Toledo Express Airport, Toledo, Ohio. • 55-2884 – 121st Air Refueling Wing / Rickenbacker ANGB, Columbus, Ohio. • 55-3503 – Pueblo Weisbrod Aircraft Museum, Pueblo, Colorado. • 55-3595 – Nellis AFB, Nevada. • 55-3650 – 180th Fighter Wing / Toledo Air National Guard Base, Swanton, Ohio. • 55-3667 – Missouri Air National Guard / Whiteman Air Force Base, Knob Noster, Missouri. • 55-3678 – Maxwell AFB Air Park, Maxwell AFB, Alabama. • 55-3754 – National Museum of the United States Air Force, Wright-Patterson AFB, Ohio. • 55-3805 – Connecticut ANGB – 103d Airlift Wing area, Windsor Locks, Connecticut. • 56-2928 – Dobbins ARB, Marietta, Georgia. • 56-2940 – Cannon AFB, New Mexico.* 56-2967 – Warbird Park, Myrtle Beach International Airport (former Myrtle Beach AFB), South Carolina. • 56-2993 – New York ANGB – 107th Airlift Wing area, Niagara Falls, New York. • 56-2995 – Massachusetts ANGB – 102nd Intelligence Wing compound, Otis ANGB, Falmouth, Massachusetts. • 56-3000 – Lackland AFB / Kelly Field Annex (former Kelly AFB) – 149th Fighter Wing area, San Antonio, Texas. • 56-3008 – Massachusetts ANGB – 104th Fighter Wing complex, Westfield, Massachusetts. • 56-3020 – Museum Airpark at Jackson Barracks Louisiana National Guard base, New Orleans, Louisiana • 56-3022 – Mansfield Lahm ANGB – 179th Airlift Wing area, Mansfield, Ohio. • 56-3025 – Selfridge Military Air Museum, Mount Clemens, Michigan. • 56-3046 – Randall County Veterans Park, Amarillo, Texas. • 56-3055 – Tucson Air National Guard Base – 162nd Fighter Wing complex, Tucson, Arizona. • 56-3081 – MAPS Air Museum, Akron/Canton Airport Ohio. • 56-3141 – Planes of Fame, Chino, California. • 56-3154 – Lone Star Flight Museum, Houston, Texas. • 56-3187 – Sioux Falls ANGB – 114th FG, Sioux Falls, South Dakota. . • 56-3208 – Fessenden, North Dakota. • 56-3220 – Holloman AFB, New Mexico. • 56-3288 – Aerospace Museum of California, Sacramento, California. • 56-3299 – Buckley Space Force Base – 140th Fighter Wing area, Aurora, Colorado. • 56-3320 – Terre Haute ANGB – 181st Intelligence Wing area, Terre Haute, Indiana. • 56-3417 – Wings Over the Rockies Air and Space Museum (former Lowry AFB), Denver, Colorado. • 56-3426 – Des Moines ANGB – 132nd Fighter Wing area, Des Moines, Iowa. • 56-3434 – Previously at Arkansas National Guard HQ, Little Rock, Arkansas. relocated to Valiant Air Command Warbird Museum, Space Coast Regional Airport, Titusville, Florida in 2015 for restoration. • 56-3440 – Steven F. Udvar-Hazy Center, Fairfax County, Virginia. F-100F • 56-3727 – Warrior Park, Davis-Monthan AFB, Arizona. • 56-3730 – USAF Academy, Colorado. • 56-3812 – Veterans Park, Duncan, Arizona. • 56-3813 – Riverside Park, Independence, Kansas. • 56-3814 – Bay Street Park, Texas City, Texas. • 56-3819 – Saint Maries Municipal Airport, Saint Maries, Idaho. • 56-3822 – Clay County Veterans Memorial Park, Lineville, Alabama. • 56-3825 – Aurora Municipal Airport, Aurora, Nebraska. • 56-3832 – Evergreen Aviation and Space Museum, McMinnville, Oregon. • 56-3837 – National Museum of the United States Air Force, Wright-Patterson AFB, Ohio. • 56-3855 – Las Cruces Municipal Airport, Las Cruces, New Mexico. • 56-3897 – Atlantic City ANGB – 177th Fighter Wing complex, Atlantic City, New Jersey. • 56-3894 – Selfridge Military Air Museum, Selfridge Air National Guard Base, Mount Clemens, Michigan. • 56-3899 – Glenn L. Martin Aviation Museum, Middle River, Maryland. • 56-3904 – Aviation Cadet Museum, Silver Wings Field, Eureka Springs, Arkansas. • 56-3905 – Glenn L. Martin Aviation Museum, Middle River, Maryland. • 56-3929 – Fayette Regional Air Center Airport, La Grange, Texas. • 56-3982 – Hangar 25 Air Museum, Big Spring, Texas. • 56-3990 – Commemorative Air Force – Highland Lakes Squadron, Burnet, Texas. • 58-1232 – Museum of Aviation, Robins AFB, Warner Robins, Georgia (relocated from the now-closed Brooks AFB, TX) ==Specifications (F-100D)==