Subject: us mil a/c There seems to be some confusion about the designations of American fighter planes. Here's a summary I put together which I hope will clear up some of the confusion. I hope that you have as much fun reading this as I had in writing it. Enjoy!!! Up until 1920, there was no unified designation scheme for American combat aircraft. Before that time, aircraft entered service under their original manufacturer's designation (e. g. SPAD XIII, DH-4, S.E.5, etc). In 1920, it was decided that some sort of unified designation scheme was needed for American combat planes. In that year, the Army Air Service adopted a new designation scheme for all newly-procured aircraft. Henceforth, all Army aircraft were to be subdivided into 15 basic categories, seven of which were pursuit-type categories: PA Pursuit, Air-Cooled PG Pursuit, Ground Attack PN Pursuit, Night PS Pursuit, Special Alert PW Pursuit, Water-Cooled R Racer TP Pursuit, Two-seat (Yes, that's right, R for Racer; the Army raced planes back in those days!). The category letters were followed by a chronological number. This number gave the sequence in which an aircraft in a given category was ordered into service. The chronological number was often (but not always) followed by a letter which designated modifications of the aircraft in the order in which they entered service. For example the Boeing PW-9C was the ninth basic type of pursuit aircraft powered by a water-cooled engine to enter service with the Army Air Service. The letter "C" indicates the third modification of the basic PW-9 aircraft to enter service. There were a few exceptions to this scheme. For example, the S. E. 5 remained in service until 1927, and kept its original designation. In 1924, the basic Army scheme was changed. It was decided that it made no sense to classify pursuit aircraft by the type of engine which powered them, and the seven pursuit categories were replaced by four: F Photographic reconnaissance FM Fighter, Multiplace P Pursuit PB Pursuit, Biplace The basic philosophy of the chronological numbering scheme remained the same. The chronological numbers for all four categories were started at one. For example, the Boeing P-12 was the twelth basic pursuit aircraft to be ordered by the Army after 1924. Aircraft already in service at the time of the change were redesignated; for example, the Curtiss PW-8 became the Curtiss P-1. The basic Army designation scheme is summarized as follows: (prefix)(type)-(chron. num.)(variant)-(production block)-(factory) where "type" is a letter indicating basic category of aircraft (P for pursuit, B for bomber, C for transport, etc) and "chron. num" is the chronological number of the aircraft of that particular type. The "prefix" was not always used; it designated special features or roles (such as X for experimental). The "variant" was a letter in the sequence A, B, C, ... which indicated the version of that particular aircraft in order of its entry into service. The "production-block" number was introduced in 1942 to keep track of relatively minor modifications of aircraft not deemed to be sufficiently significant to merit a separate variant letter. Finally, "factory" stood for a two-letter code indicating the factory where the aircraft was built. For example, the first of the "bubble-canopy" Thunderbolts was designated by P-47D-25-RE which meant that it was the forty-seventh basic pursuit aircraft to be ordered by the Army, it was the fourth basic variant, and was manufactured in the 25-th production block coming off the line at the Republic Aircraft Corporation in Farmingdale, New York. This designation scheme remained in force all throughout the Second World War. In 1948, the Army Air Forces were split off from the Army and became the Air Force. This evidently called for a new designation scheme. The four fighter categories were replaced by one, designated by F. However, it was decided NOT to start the chronological numbering system over again from one. Fighter aircraft already in service at the time of the change had the P replaced by F, but kept their original chronological number. For example, the North American P-51 became the F-51, the Lockheed P-80 became the F-80, etc. As newer aircraft were ordered into service by the Air Force, they were assigned succeeding chronological numbers in the order in which they entered service. Here is a complete list of all pursuit aircraft in the P/F series: Curtiss P-1 Hawk Single seat biplane powered by 435 hp Curtiss V-1150. 98 built. First of famed Curtiss Hawk series of fighters. Was formerly PW-8. Curtiss P-2 Hawk Version of P-1 with V-1150 engine replaced by 500 hp Curtiss V-1400. Unsatisfactory performance. Only 3 built. Curtiss P-3 Hawk Adaptation of Curtiss P-1 to radial Pratt & Whitney R-1340 engine. Not considered superior to water-cooled powered versions. Only 5 built. Boeing XP-4 Modification of PW-9 to test Packard 1A-1500 turbosupercharged engine. Performance was worse than that of original PW-9 and the program was abandoned. Curtiss P-5 Superhawk Version of Curtiss P-1 with turbosupercharged V-1150 435 hp engine. Only 5 built. Curtiss P-6 Hawk Modification of P-1 powered by Curtiss V-1570 Conqueror engine of 600 hp. 50 built. In my opinion, the P-6E variant with its wheel spats was one of the best-looking biplane pursuits ever produced. Boeing XP-7 PW-9D modified to test Curtiss V-1570 Conqueror engine. Performance not significantly improved over standard PW-9D to warrant a production order. Only one built. Boeing XP-8 Single-seat biplane fighter powered by Packard 2A-1530 liquid-cooled engine. Disappointing performance did not warrant a production order. Only one built. Boeing XP-9 Single-seat monoplane fighter with high-mounted wing and external bracing. Severe instability problems and very poor cockpit visibility. Project abandoned after only a few test flights. Curtiss XP-10 Single-seat high-altitude biplane fighter with gull-type upper wing. Only one built. Scrapped after only a few flights. Curtiss P-11 Hawk P-6 converted to use of the 600 hp H-1640 Chieftain 12-cylinder air-cooled engine. Project abandoned before conversion could be completed and aircraft reverted back to P-6 standards. One converted to YP-20. Boeing P-12 Single-seat biplane fighter powered by Pratt and Whitney R-1340 radial engine. Most successful of the "between-wars" fighters. 341 built. Thomas-Morse XP-13 Viper Single-seat biplane powered by Curtiss H-1640 Chieftain engine. All-metal structure and corrugated aluminum skin. Overheating problems with Chieftain engine proved insoluble, and project was cancelled. Curtiss XP-14 Proposed Curtiss-built version of Thomas-Morse XP-13. Never built. Boeing XP-15 Conversion of F4B (Navy version of P-12) to monoplane configuration. Parasol wing mounted above the fuselage. Poor handling and too high a landing speed led to lack of any production orders. Only one built. Berliner-Joyce P-16 Two seat biplane fighter. Upper wing roots were faired into the fuselage. Curtiss V-1570 liquid- cooled engine. 25 built. Later redesignated PB-1. Curtiss XP-17 Hawk Version of Curtiss P-1 re-engined with Wright V-1460 Tornado inline aircooled engine. Only one built. Curtiss XP-18 Proposed biplane fighter built around Wright V-1560 12-cylinder inline air-cooled engine. This engine was cancelled, and the aircraft never got off the drawing board. Curtiss XP-19 Proposed low-wing monoplane fighter built around Wright V-1560 12-cyliner inline air-cooled engine. Development abandoned when engine was cancelled. Never got off the drawing board. Curtiss YP-20 Hawk Conversion of P-11 to use of 650 hp Wright R-1870 Cyclone air-cooled radial. Later converted to XP-22. Curtiss P-21 Conversion of P-1 Hawk to P & W R-985 radial engine. Only one built. Curtiss XP-22 Hawk Conversion of P-6A to use Curtiss V-1570 inline engine. Acted as prototype for P-6E. Curtiss XP-23 Hawk Last of the Hawk series of pursuit biplanes. Turbosupercharged Conqueror engine, 3-blade prop, all-metal fuselage, metal wings with fabric covering. Only one built. Abandoned due to advent of Boeing P-26 monoplane. Lockheed YP-24 Two-seat, low-wing, cantilever monoplane with retractable undercarriage. Based on Lockheed Altair civil transport. Project abandoned when parent company (Detroit Aircraft) went belly-up. Project became basis of Consolidated Y1P-25. Consolidated Y1P-25 Revision of Lockheed YP-24 two-seat fighter with metal wings. Powered by Curtiss V-1570 liquid-cooled engine. Two built. Served as prototype for P-30. Boeing P-26 The famous "Peashooter". Single-seat monoplane fighter powered by P & W R-1340 radial engine. 136 built. Some service at beginning of World War 2. Consolidated YP-27 Proposed version of Y1P-25 with radial P & W R-1340-21 engine. Never built. Consolidated YP-28 Proposed version of Y1P-25 with radial P & W R-1340-19 engine. Never built. Boeing YP-29 All-metal low wing monoplane with enclosed cockpit. Cantilever wing and semi-retractable undercarriage. P & W R-1340 radial engine. Not enough of an advance over P-26 to warrant a production order. Only 2 built. Consolidated P-30A Two-seat low-wing monoplane fighter powered by 700 hp Curtiss V-1710-61 liquid-cooled engine with turbo-supercharger. 275 mph at 25,000 ft. Much too heavy for engine power available. 54 delivered. Later redesignated PB-2A. One converted to single-seat configuration for tests. Not ordered. Curtiss XP-31 Swift First monoplane Curtiss pursuit design. All metal. Fully-enclosed cockpit. Initially powered by Wright Cyclone radial engine. Four 0.30 cal guns, two in troughs in the nose and two in external packs on each side of cockpit. Disappointing performance. Engine later replaced by Curtiss V-1570 Conqueror liquid- cooled powerplant. Higher speed, but still handicapped by serious overweight. 215 mph at sea level. Lost out to Boeing P-26 for production orders. Only one built. Boeing XP-32 Developed version of P-29 with P & W R-1535 engine. Never got past the design stage. Consolidated XP-33 Proposed adaptation of P-30 to take P & W R-1830 radial engine. Never built. Wedell-Williams XP-34 Single-seat, low-winged, enclosed cockpit pursuit aircraft powered by P & W R-1535. Based upon extensive experience of manufacturer with racing planes. Project cancelled before any prototypes could be completed. Seversky P-35 Cantilever, low-wing monoplane with semi-retractable landing gear. Beat out Curtiss P-36 in initial competition. Slow deliveries caused Army to order P-36. 77 P-35s built. 120 ordered by Sweden, of which only 60 were delivered. Rest were siezed by Army, which operated them as P-35A. Some action in Philippines. Totally unsuited for combat, due to lack of armor and self-sealing tanks. Curtiss P-36 Hawk Closed-cabin, all-metal monoplane fighter. Air-cooled radial engine (Wright R-1820). First American- designed fighter to enter large-scale production. 210 built for Army, many more for export. Flew with French during 1940 campaign. Gave good account of itself. Saw combat in Army service at Pearl Harbor. Some given to Vichy French, and was the only aircraft to fight on both sides in World War 2. Curtiss XP-37 Adaptation of P-36 airframe to Allison V-1710 in- line water-cooled engine. Cockpit pushed far aft. Problems with turbosupercharger caused cancellation in favor of P-40. Onlyh one built. Lockheed P-38 Lightning The famous "Fork-Tailed Devil". Two Allison liquid- cooled engines. Twin booms, twin tail. 10,037 built. First P-38s delivered to USAAC in mid 1941. One 37 mm cannon, four 0.50 cal machine guns. P-38D was first "battle-worthy" version, containing innovations such as self-sealing fuel tanks. P-38E had 20-mm Hispano cannon in place of 37mm. Model 322-61 was export version for Britain. Similar to P-38e, but no superchargers were fitted. Performance so disappointing that all were returned to USA. P-38F has 1325 hp Allison V-1710-49/53 and racks for 2000 lbs of bombs. Combat flaps introduced on P-38F-15-LO. Was first version to see large-scale service with USAAF, first in Europe in mid 1942 and then in North Africa in late 1942. Not very maneuverable, especially at low altitude. Not entirely successful in fighter-vs-fighter combat, but was an effective bomber destroyer and wreaked havoc among Rommel's air transport. Saw service in Pacific from late 1942, and was instrumental in achieving air superiority. P-38G had V-1710-51/55 with increased boost rating and other equipment changes. P-38H had V-1710-89/91 engines of 1425 hp. P-38J introduced beard radiator under each prop. This innovation cured most of the cooling problems that had bedeviled the earlier versions of the P-38. 420 mph at 26,500 feet, fastest of all Lightnings. Later Js introduced dive flaps and power-boosted ailerons. F version has sufficient range to escort bombers on deep penetration raids into Germany. P-38K had larger diameter props. Only one built. P-38L had V-1710-111/113 engines, but was otherwise similar to the P-38J. It was the first model to carry rockets in tiers under the wing. P-38M was conversion of P-38L to two-seat night fighter configuration. Some service in Pacific at very end of the war. AN/APS-6 radar under nose. Some P-38Js and Ls were modified with transparent nose carrying a station for a lead bomb-aimer to control the bombing operation of a formation of P-38s. P-38 claimed more Japanese destroyed in southwest Pacific than any other fighter. Major Richard Bong scored all 40 of his kills while flying P-38s. After the war, most Lightnings were disposed of. The few Lightnings remaining in service in 1948 were redesignated F-38. The last few F-38J and F-38L remaining were finally declared surplus in 1949. Bell P-39 Airacobra Single seat, low-winged monoplane powered by Allison V-1710 liquid-cooled engine mounted behind pilot and driving propellor via a shaft. 9558 built. XP-39 flew in April 1938. One Allison V-1710-17 with turbosupercharger. The supercharger was deleted, which was an unfortunate decision. P-39D was first production version. Entered service in April 1941. Four wing-mounted 0.30 cal machine guns, two fuselage mounted 0.50 cal guns, plus one 37-mm cannon firing thru prop spinner. British version was similar to P-39D, but substituted a 20 mm cannon for the 37 mm weapon. Deemed unsuitable in RAF service, and withdrawn. Some of these were diverted to USSR, and others were taken over by USAAF as P-400. Initial service of P-39D and P-400 in South Pacific was disappointing. Unable to meet Zero-Sen on equal terms. Lousy performance at high altitude and relative lack of maneuverability. P-39E was an experimental conversion of P-39D with laminar flow wings. Ordered into production as P-76 but cancelled in 1942. P-39F was similar to D, but with 12 exhaust stubs on each fuselage side rather than 6. P-39G was a project which introduced various refinements. The project underwent numerous changes during the design stage, and G series aircraft ever saw the light of day. H and I designations were not assigned. P-39J was similar to F, but with 1100 hp V-1710-59 engine. P-39K had 1325 hp V-1710-63 engine and Aeroproducts prop, but was otherwise similar to P-39D. P-39N had V-1710-85 engine and larger diameter prop and reduced fuel and reduced armor to increase performance. Most of these went to the Russians. P-39Q had two underwing fairings for two 0.50 guns, which replaced the four 0.30 cal wing guns. Engine was V-1710-85. Most went to the Russians. Many sent to the Russian front. Not considered one of the better fighters of World War 2. Lousy performance at high altitude, but good performance down on the deck. Ineffective in American service against the nimble Zero, but gave a good account of itself in Soviet service where it excelled as a low-altitude fighter-bomber and tank-buster. Curtiss P-40 Warhawk, The famous Flying Tiger shark-teethed airplane. Tomahawk, Started life as a straightforward conversion of Kittyhawk P-36 to use of Allison V-1710 inline engine. Fought on all fronts in World War 2. Served with many allied air forces. 13,738 built. Many different modifications. The few P-40s still flying with the Air Force in 1948 were redesignated F-40. Seversky XP-41 Adaptation of P-35 with fully-retractable landing gear and more powerful R-1830-19 engine with super- charger. Only one built. Curtiss XP-42 Conversion of P-36 airframe to take new aerodynamic cowling around radial engine to improve performance. Lost out to P-40 in competition. Only one built. Republic P-43 Lancer Adaptation of XP-41 with turbosupercharged R-1830-35 engine. Disappointing performance. 272 built. First deliveries to USAAC in 1941. In 1942, most of the surviving Lancers were converted to recon role. 108 given to Chinese. Little success against the Japanese. Republic P-44 Rocket Adaptation of P-43 with R-2180 or R-2800 engine. Cancelled in favor of P-47 which showed much more promise. Never proceeded past the design state. Bell XP-45 Designation for first production version of Bell Airacobra. Designation later changed to P-39C. Curtiss XP-46 Proposed follow-on to P-40, based on European advances in combat aircraft design. Ten guns, automatic leading edge slots, fully-retractable undercarriage. Allison V-1710 liquid-cooled engine. 355 mph at 12,200 ft. No significant advantage over standard P-40 except in firepower. Further development abandoned in favor of production of P-40D. Only two built. Republic P-47/F-47 The famous "Jug" fighter-bomber and escort fighter Thunderbolt of World War 2. 15,660 built. P-47B entered service in 1942. First saw action in early 1943 as B-17 escort over Europe. Inadequate climb and maneuverability, but excellent diving performance and an ability to absorb an amazing amount of battle damage. P-47C was 13 inches longer and carried a drop tank under the fuselage. P-47D carried water injection to boost engine power. Could carry up to 2500 lbs. of bombs. P-47D-25-RE introduced the "bubble" canopy. Also flew with Soviet Air Force and with the Free French. P-47G was D version built by Curtiss-Wright. P-47M was turbosupercharged version designed to chase Buzz Bombs. P-47N was final version. It was a long-range escort fighter version of M with larger span wings and more fuel. Saw service over Japan escorting B-29s in closing stages of Pacific War. Continued in service with USAF for a number of post- war years. Most were passed on to ANG. Last ANG Thunderbolt passed out of service in 1955. Douglas XP-48 Proposal for single-engine ultra light-weight fighter. One 525 hp Ranger SGV-770 engine, high aspect ratio wing, tricycle landing gear. One 0.50 and one 0.30 gun in engine cowling. Performance estimates deemed overly optimistic by USAAC, and project was not funded. Never got off the drawing board. Lockheed XP-49 Improved version of P-38 with two Continental XIV-1430 engines. New nacelles, new tail booms, pressurized cockpit. 2 20 mm cannon, 4 0.50 cal machine guns. Flew Nov 1942. Performance not as good as standard P-38J. Project cancelled after only one example was built. Used for high altitude research and pressure cabin development. Grumman XP-50 "De-navalized" version of XF5F-1 Skyrocket twin- engined, carrier-based monoplane fighter. Two 1200 hp Wright R-1820-67/79 radials with turbo- superchargers. Tricycle landing gear. Prototype crashed on test flight, and project was abandoned. Only one built. Estimated maximum speed: 424 mph at 25,000 ft. North American P-51/F-51 The incomparable Mustang!!! What more need be said? Mustang Probably the best all-round fighter of World War 2. Total of 14,819 built. Bell XP-52 Mid-wing monoplane with engines, cockpit and armament in fuselage. Tailplane mounted on twin booms attached to wings. Continetal XIV-1430 proposed as powerplant. Order canceled in favor of XP-59. Curtiss XP-53 Proposal for follow-on to P-40 with laminar flow wings and Continental V-1430 liquid-cooled engine. Two airframes built. Project was cancelled when the engine failed to materialize. Vultee XP-54 Swoose Unconventional high-altitude interceptor powered by Goose Lycoming XH-2470 engine of 2300 hp. Fuselage had engine in rear, driving a pusher prop. The tailplane was mounted on twin booms projecting from the rear of an inverted gull wing. Disappointing performance of the engine caused performance to fall well below expectations. Project was cancelled after only two were built. Curtiss XP-55 Ascender Unorthodox canard aircraft with Allison V-1710 in extreme rear of fuselage driving pusher prop. Swept-back wings. Performance problems caused project to be abandoned. Only 3 built. Northrop XP-56 Black Flying wing single-seat fighter with Pratt & Whitney Bullet R-2800 engine driving pusher contrarotating props. Underpowered, handling problems. Canceled because of greater promise of jet-powered aircraft. Only one built. Tucker XP-57 Proposal for lightweight fighter based on 720 hp Miller engine. Tucker company bellied-up before any detailed drawings could be completed. Lockheed XP-58 Chain Two-seat, long range escort fighter. Two Allison Lightning V-3420 inline engines. Constant changes in requirements caused the aircraft to be delayed until the war was almost over. Project cancelled. Only one built. Bell P-59 Airacomet Original P-59 proposal was for a more powerful variant of XP-52 pusher fighter. This was covertly abandoned and used as a "cover" for the development of the first American jet powered aircraft, which was designated as P-59A. Conventional mid-wing monoplane with two jet engines, one on either side of the fuselage, mounted under the wing roots. 50 built. Poor performance made it unsuitable for combat. Used only as a fighter-trainer to gain experience with jet operations. Some were modified as drone directors, with an open front cockpit ahead of the cockpit In 1948, the P-59 was redesignated F-59. Curtiss P-60 Abortive attempt to produce improved P-40. Several versions produced, powered by Packard Merlin and Allison V-1710 inlines , and by Pratt & Whitney R-2800 radial. All had disappointing performances. Project finally cancelled. Northrop P-61/F-61 Black Twin engine, twin boom night fighter powered by two Widow Pratt & Whitney R-2800 engines. Four 20 mm cannon in fuselage, four 0.50 cal machine guns in dorsal turret. Crew of three. Total of 706 built. Curtiss XP-62 Design for high-altitude interceptor based on Wright R-3350 18-cylinder radial with supercharger driving contra-rotaing propellors. Disappointing performance and changing requirements caused project to be cancelled after only one P-62 was built. Bell P-63 Kingcobra Extensively-modified version of P-39 Airacobra with laminar flow wings, a new engine, a taller tail, and a four-blade propellor. Intended as close- support aircraft. Total of 3303 built, most of which were sent to the Russian front. In 1948, the few remaining P-63s were redesignated F-63. North American P-64 NA-50 was private-venture single-seat pursuit based on NA-16 trainer (ancestor of the Texan). Six NA-50s ordered by Thailand. Siezed by U. S. government before they could be delivered. Re- designated as P-64 and used as fighter-trainers. Grumman XP-65 Proposed Army Air Forces version of Navy F7F Tigercat twin-engined carrier-based fighter. Pressurized cockpit. Two 37-mm cannon and 4 0.50 cal guns. Project cancelled before work could start. Vultee P-66 Vanguard Private venture single-seat low-winged fighter powered by P & W R-1830. Ordered by Sweden, but embargoed before they could be shipped. 129 sent to China. Remaining 15 transferred to USAAF where they were used as advanced fighter trainers. McDonnel XP-67 Bat Twin-engine, long-range fighter. Two Continental XI-1430 engines. Low power of engines caused performance to be disappointing. Sole prototype destroyed by fire. Project cancelled. Vultee XP-68 Tornado Designation given to proposal to re-engine the XP-54 with Wright R-2160 Tornado powerplant. Project abandoned when Tornado engine was cancelled. Republic XP-69 Proposal for long-range escort fighter based on Wright 42-cylinder (!!!) R-2160 engine. Engine was mounted in fuselage behind pilot (a la P-39 Airacobra) driving a pair of contrarotating props via a long extension shaft. Envisaged as replacement for P-47. Cancelled in favor of P-72 before construction could begin. Douglas P-70 Night-fighter conversion of A-20 attack bomber as stopgap measure until P-61 Black Widow was available. British radar mounted in nose. Various different armament schemes used. 200 produced. Most used as trainers. A few used in Guadaclcanal theater, but had insufficient performance to successfully intercept Japanese night raiders. Curtiss XP-71 Large, heavy two-seat long-range escort fighter. Two enormous 3450 hp Pratt and Whitney R-4360 radials driving contrarotating props in a pusher configuration. Two 37-mm and one 75 mm (!!!) cannon. Never got off the drawing board. Republic XP-72 Modification of P-47 to take the Pratt & Whitney R-4360 3450 hp radial engine. Achieved 490 mph in tests. Further development abandoned in favor of jet-powered aircraft. Two built. P-73 For some obscure reason, the designation P-73 was never assigned to any aircraft. P-74 For some obscure reason, the designation P-74 was never assigned to any aircraft. [ Note: The historian James Fahey claims that the designations P-74 and P-75 were deliberately skipped in order to give the Fisher Eagle a "good symbolic number" ] Fisher P-75 Eagle Long-range escort fighter powered by 2600 hp Allison V-3420 engine mounted in mid-fuselage (a la P-39) driving contrarotating props. Generally disappointing performance. Project was abandoned when it was found that P-51 and P-47 with underwing tanks were perfectly capable of fulfilling the bomber escort role. Only 13 built. Bell XP-76 Originally XP-39E, which was a conversion of P-39 to laminar flow wings with square-cut tips. Ordered into production as P-76, but later cancelled. Bell XP-77 Ultra-light fighter constructed of non-strategic materials. Disappointing performance. Shortage of aluminum did not materialize, and project was cancelled. Only two built. North American XP-78 Conversion of basic P-51 airframe to use Packard Merlin V-1650 engine. Later redesignated XP-51B. This change was to turn the Mustang from a relatively mediocre fighter into an outstanding success. Northrop XP-79B Flying Jet-powered, flying wing fighter aircraft. Two Ram Westinghous 19B jets. Pilot lay prone in a cockpit between the two engines. Reinforced leading edge to make it possible to destroy enemy aircraft by slicing off their wings or fuselages by ramming them!!! Also carried 4 0.50 cal machine guns. Lots of stability and control problems. The sole prototype crashed and the project was canceled. Lockheed P-80/F-80 First fully-operational USAAF jet fighter. Too late Shooting Star for service in World War 2. Saw action in Korea. Served as basis for T-33 jet trainer. Convair XP-81 Long-range escort fighter powered by combination jet/turboprop engines. Turboprop engine did not perform as expected. Project was cancelled after only two were built. North American P-82/F-82 Two P-51H fuselages joined by a central rectangular Twin Mustang wing section and a tailplane. Six 0.50-cal machine guns in wing center section. Two cockpits with dual controls. 270 built. Entered service in 1946. Saw service in Korean War as escort fighter and ground attack aircraft. Scored the first "kill" of the Korean War (a Yak-9). Night fighter variant with enormous radr pod under center wing also produced. Retired from active duty in 1953. Bell XP-83 Long-range jet fighter powered by two General Electric J-33 engines. Disappointing performance caused cancellation of project. Only 2 built. Republic P-84/F-84 Single-seat, jet-powered fighter-bomber. Versions Thunderjet/ B, C, D, E, and G Thunderjets were straight-winged Thunderstreak/ aircraft powered by Allison J-35 engine. Thunderflash Thunderjet had extensive combat experience in Korea. F-84F Thunderstreak version had swept wing and more powerful Wright J-65 engine. 2474 built. Equipped many NATO air forces. RF-84F Thunderstreak was recon version with wing root intakes replacing nose intakes. McDonnell XF-85 Goblin Single seat, swept-wing jet fighter designed to be carried as parasite inside belly of B-36 bomber. Difficulties during tests in re-hooking to mother craft caused project to be cancelled. Only two built. North American P-86/F-86 The famous "MiG-killer" of the Korean War. First Sabre swept-wing US jet fighter. Fighter-bomber and interceptor versions also produced. Served with just about every non-Communist air force. F-86A entered service with USAF in 1949. Last F-86L withdrawn from active USAF service in 1960. Last ANG Sabre withdrawn from service in 1965. Curtiss XP-87 Blackhawk Four-engined, jet-powered, all-weather interceptor. Lost out to Northrop F-89 Scorpion. Only one built. This was the last airplane to be built by Curtiss. McDonnell XF-88 Voodoo Twin-engine, long-range escort fighter. Two Westinghouse J-34 jets. 6 20-mm cannon. Disappointing performance caused project to be cancelled after only two were built. Northrop F-89 Scorpion Twin engine, two-seat all-weather fighter. High- mounted tail gave the aircraft its name. A, B, and C versions had 6 20-mm cannon, D and H versions had exclusively missile armament. 1050 built. Lockheed XF-90 Twin-engine long-range penetration fighter. Disappointing performance. Lost out in competition with McDonnell F-88 Voodoo. Only two built. Republic XF-91 Single-seat, swept-wing interceptor powered by Thunderceptor General Electric J-47 jet engine and four rocket engines. Wings pivoted at the root and had "inverse taper" (wider at the tips than at the roots). First American combat plane to go supersonic in level flight. Not placed in series production due to high cost and high sophistication. Only two built. Convair XF-92A Single-seat delta-wing experimental fighter. Acted as proof-of-concept for F-102. Only one built. North American YF-93A Long-range swept-wing jet penetration fighter/ interceptor. Cancelled in favor of F-86D. Only two built. Lockheed F-94 Starfire Adaptation of Lockheed T-33 to fulfill requirement for all-weather fighter. Saw action in Korea. Total of 853 built. North American YF-95A All-weather version of Sabre with afterburning engine. Later redesignated F-86D. Republic XF-96 Version of F-84 Thunderjet with swept-back wings. Later redesignated F-84F. Lockheed YF-97A Proposal for revised Starfire with J-48 engine and all-rocket armament. Later redesignated F-94C. Hughes F-98 Falcon Initial designation of Hughes Falcon air-to-air missile. Later redesignated GAR-98. Boeing F-99 Bomarc Initial designation of Bomarc surface-to-air missile. Later redesignated IM-99. North American F-100 Swept-wing, single-seat fighter-bomber. World's Super Sabre first fighter capable of supersonic speed in level flight. F-100A entered service with USAF in late 1953. Fighter-bomber versions (C and D) also built. F model was two-seater. Total of 2292 built. Beset by a succession of in-service difficulties and problems. Extensive service in Vietnam War. F-100D was first Wild Weasel aircraft to enter USAF service. Began to appear in ANG service in 1958. Many Super Sabres were transferred to the air forces of NATO members. Last Super Sabre phased out of ANG service in 1979. Many Super Sabres ended their lives as pilotless target drones. McDonnell F-101 Voodoo Updated F-88 with P & W J-57 engines with after- burner. A and C versions were single-seat fighter- bombers. B version was two-seat all-weather interceptor. RF-101A/C was unarmed photorecon version. Convair F-102 Delta Single-seat, delta-winged all-weatherinterceptor. Dagger All-missile armament. 875 of single-seat version built. 111 two-seat versions (TF-102A) built. One P & W J-57 jet engine with afterburner. 825 mph @ 36000 ft. Republix XF-103 Ultra-futuristic plan for a interceptor/fighter capable of reaching Mach 4 speeds. Powered by combined turbojet/ramjet engine. Very small delta wing mounted at mid fuselage. Chin intake under the fuselage. Pilot's cockpit was recessed entirely into the fuselage. Aircraft was constructed entirely of titanium and stainless steel. High cost of project, coupled with success of F-102, caused cancellation before any prototypes could be completed. Lockheed F-104 Single-seat Mach 2 fighter. One General Electric Starfighter J-79 with afterburner. First produced as high- performance day-fighter. Only served in limited numbers for brief time with USAF. Outstanding success in export market when converted into all-weather multirole attack fighter. Difficult plane to fly; lots of accidents. 1328 mph at 35000 ft Republic F-105 Mach-2 tactical fighter bomber -- The famous "Thud" Thunderchief of Vietnam. 824 built. Convair F-106 Delta Dart Enhanced version of F-102 with P & W J-75 engine and revised vertical tail. All-missile armament. 277 single-seat (A) versions built. 63 two-seat (B) versions built. 1525 mph @ 40000 ft. North American YF-107A All-weather interceptor development of F-100 Super Sabre. Area-ruled fuselage. Top-mounted intake to make room for radar in nose. Lost out to Republic F-105 in tactical fighter competition. Production plans cancelled in 1957. North American F-108 Long-range Mach 3 interceptor to act as escort for Rapier B-70 Valkyrie bomber. Large, delta-winged aircraft powered by two General Electric J-93 engines. Canceled due to high cost and advent of long-range missiles. Never got past the mock-up stage. Bell XF-109 Mach 2 Vertical take off fighter. Two engines in rear, two engines in a swiveling pod on each wingtip, and two engines oriented vertically behind the cockpit. Only a mockup was built. McDonnell F-110 Spectre Air Force version of Navy F4H Phantom. Later redesignated F-4. General Dynamics F-111 Two-seat swing-wing fighter bomber Two Pratt & Whitney TF-30 turbofans. FB-111 was strategic bomber version. Total of 563 built. [Note: The series seems to end here. But see commentary at end of article ] Now for the Navy's designation scheme for its fighters. From the start, the US Navy had an entirely different designation scheme for its combat aircraft. In 1923, the Navy decided to designate its aircraft in the following manner: (prefix)(function)(succession num)(mfg code) - (variant number)(suffix) The function was designated by a letter or letters (F for fighter, TB for torpedo bomber, etc). The prefix designated special features or role (such as X for experimental) and was not always used. The succession number indicated the chronological order in which the particular aircraft of the given type had been ordered from the manufacturer designated by the manufacturer code (C for Curtiss, B for Boeing, V for Lockheed, etc). For example, the F4U-5N Corsair was the fourth basic fighter type to be ordered by the Navy from the Chance Vought Aircraft Corporation. The "5" designates the fifth modification of the basic Corsair aircraft to enter service. The N suffix designates a special modification for night-fighting applications. The Navy designation scheme remained essentially unchanged until 1962. In that year, Secretary of Defense McNamara reportedly got hopelessly confused when his subordinates attempted to explain the Air Force and Navy combat aircraft designation schemes to him. He was shocked to find that the Air Force and Navy had different designations for basically the same aircraft (e. g. the FJ Fury and the F-86 Sabre). McNamara ordered that the Air Force and Navy adopt the same designation scheme for their aircraft. Henceforth, the Navy was to abandon its separate designation scheme and both services were to adhere to a new unified designation system which was virtually identical in form to the Air Force scheme already in effect. However, some new category letters had to be provided to include aircraft types which the Air Force did not have (e. g. P for Patrol). By 1962, Air Force chronological numbers for bombers had reached 70, and chronological numbers for both fighters and transport aircraft had exceeded a hundred, and it was decided to start the chronological numbering scheme over again from one for all aircraft cagegories. The designations of Air Force aircraft in service in 1962 were unchanged, but all Navy aircraft were redesignated. For example, the Lockheed P2V Neptune became the P-2, the Vought F8U Crusader became the F-8, etc. Once all the Navy aircraft had been assigned new numbers, the succeeding chronological numbers were assigned to new Air Force and Navy aircraft as they were ordered into service. Here is the new unified fighter designation scheme: North American F-1 Fury Formerly FJ Fury, the navalized version of F-86 Sabre. McDonnell F-2 Banshee Formerly F2H Banshee, Korean War-vintage two-engine carrier-based strike fighter. McDonnell F-3 Demon Formerly F3H Demon, a late 1950's single-engine carrier-based strike fighter. McDonnell F-4 Phantom II The famous Phantom. Formerly F4H Phantom. Most successful fighter since the F-86 Sabre. Two General-Electric J-79 jets with afterburner. 1430 mph at 36,000 ft. Over 5000 built in both carrier-based and land-based versions. Northrop F-5 Freedom Fighter adaptation of twin-engine T-38 Talon Fighter supersonic jet trainer. Primarily used for export. Douglas F-6 Skyray Formerly F4D Skyray, single-engine carrier-based interceptor fighter. One P & W J57-P-8A turbojet of 16,000 lb. st. (with AB). 695 mph at 36,000 feet. 4 20-mm cannon, 4000 lbs of external stores. 695 mph at 36,000 feet. 419 built First Navy fighter capable of supersonic performance in level flight. Entered service with US Navy in 1956. Service life was brief, as the Skyray lacked any multi-mission capability. Retired from active service in 1964, and never saw any combat. Convair F-7 Sea-Dart Formerly XF2Y Sea Dart, an experimental twin-engine delta-winged fighter that landed on water skis. [ Note: This one is sort of a mystery. The Sea Dart was cancelled in 1957. Why bother to give it a new designation in 1962? ] Vought F-8 Crusader Formerly F8U Crusader, single engine, carrier-based day fighter/interceptor. "When you're out of Crusaders, you're out of fighters!" Grumman F-9 Cougar Formerly F9F Cougar, single-engine carrier-based fighter. Douglas F-10 Skyknight Formerly F3D Skyknight, two-seat, carrier-based night-fighter of Korean War vintage. Two 3400 lb.st. Westinghouse J-34-WE-36 turbojets in semi-external nacelles beneath the fuselage center section. Four 20 mm cannon, Westinghouse APQ-35 search and target acquision radar. Some modified as missile-armed fighters with cannon removed. Some modified as electronics countermeasures aircraft, or as night fighter trainers. Saw combat in Korea and made first kill in a jet vs. jet night action. Also flew some night strike and interdiction sorties. EF-10B was used in Vietnam with Marines in electonic counter- measures role. 565 mph at 11,000 ft. Grumman F-11 Tiger Formerly F11F Tiger, single-engine, carrier-based day fighter. Lockheed YF-12A Conversion of "A-12" spyplane to interceptor Blackbird configuration as possible replacement for F-106. 2 P & W J-58 turbojets of 32,500 lb. st. each. Only four built. Max. speed. 2250 mph at altitude. Deemed too expensive for mass production. Served as inspiration for SR-71. F-13 Not assigned (I suspect for superstitious reasons). Hey, would YOU want to fly on an airplane named F-13? Grumman F-14 Tomcat Two-seat variable geometry carrier-based interceptor. Two General Electric F-110 turbofans. 1544 mph at 40,000 feet. In service with U. S. Navy and air force of Iran. McDonnell-Douglas F-15 Twin-engine all-weather interceptor/fighter. Eagle Two P & W F100 turbofans. 1676 mph at 40,000 ft. In service with USAF, air forces of Japan, Israel, Saudi Arabia. General Dynamics F-16 Single-seat fighter, fighter-bomber. One P & W F-100 Fighting Falcon turbofan. 1330 mph at 40,000 ft. In service with USAF and several other air forces. Northrop YF-17A Single-seat all-weather interceptor fighter. Two General Electric YJ-101 jets. Mach 2.0 at 40,000 ft. Lost out to F-16 for production orders. Only 2 built. Used as basis for F/A-18 Hornet. McDonnell-Douglas F/A-18 Carrier-based multirole fighter and attack aircraft. Hornet Two General Electric F-404 turbofans. Mach 1.8 at 40,000 feet. In service with Navy, Marine Corps, air forces of Canada, Spain, Australia. F-19 ????????????????????????????? Northrop F-20 Tigershark Single-engine lightweight multirole designed for export. Project terminated in 1986 due to lack of customers. Israel Aircraft Several Israel Aircraft Industries Kfir C-2 (Israel- Industries F-21 built modification of French Mirage with J-79 engine) used briefly as aggressor aircraft by Navy "Top Gun" training units. Lockheed/Boeing/General Advanced tactical fighter prototype. Dynamics YF-22A Northrop YF-23A Advanced tactical fighter prototype. Now back to the F-19/F-117 controversy. The F-117 designation for the Stealth seems inconsistent. The "old" Air Force designation scheme was started over from one back in 1962, at which time the fighter numbers had reached F-111. If F-117 is REALLY consistent with this scheme, this would imply that the Stealth fighter had been ordered into service prior to 1962, which seems quite improbable. If one accepts even this as plausible, one now has to ask the question: What about the "missing" numbers between F-111 and F-117 in the sequence? What then were F-112, F-113, F-114, F-115, and F-116? There has been some suggestion that these are designations for Soviet-built aircraft that were "acquired" by the Americans and taken out West to be test flown and evaluated in the Nevada ranges. They might, for example, be American designations for MiG-21, MiG-23, MiG-25, Su-7, etc. We can only speculate until someone in the know is willing to talk. Finally, does F-19 stand for some supersecret project that is so "black" that we won't hear anything about it for at least a decade? Could it be the "Aurora" that is rumored to be under test out in the desert as a possible replacement for the SR-71? Or else, perhaps the F-19 really is a "hole" in the designation scheme, and all of this confusion and inconsistency in aircraft designation schemes is deliberatey designed to confuse Soviet intelligence about what we are up to. It has certainly succeeded in confusing ME!!! Sources: The American Fighter, Enzo Angelucci and Peter Bowers American Combat Planes, Ray Wagner Warplanes of the Second World War, William Green Joe Baugher ************************************** AT&T Bell Laboratories * "If she can stand it, I can. * 200 Park Plaza * Play it!" * Naperville, Illinois 60566-7050 ************************************** (708) 713 4548 ihlpm!jfb jfb200@cbnewsd.att.com Who, me? Speak for AT&T? Surely you jest!