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North American F-86D Sabre

An intelligence warning in 1948 prompted the U.S. Air Force to hurriedly develop an all-weather interceptor. Starting with the basic airframe of its F-86A, North American incorporated two unprecedented concepts into the F-86D (initially designated the F-95). First, a highly sophisticated electronic system replaced the second crewmember carried by other interceptors of the time. Second, the F-86D became the first production single-seat fighter to which air-to-air missiles replaced the classic gun armament. With its air intake reshaped to make room for the enclosed radar, the F-86D -- nicknamed "Sabre Dog" -- presented a distinctive profile. The interception radar (from Hughes Aircraft Co.) and associated fire-control computed the target's position, guided the aircraft on an intercept course to within 500 yards of the target, lowered the retractable tray of 24 rockets, and fired the rockets automatically. The effect of these weapons would have been devastating to an enemy bomber because each 2.75-inch Mighty Mouse folding fin aircraft rocket (FFAR) contained the power of a 75mm artillery shell. The first prototype (YF-86D) flew on Dec. 22, 1949, and North American delivered 2,506 F-86Ds before production ended in September 1953. Although the U.S. Air Force had phased out its F-86D by June 1961, Japan and other nations continued flying them. The aircraft on display came to the museum in August 1957. It is marked as an F-86D assigned to the 97th Fighter Interceptor Squadron at Wright-Patterson Air Force Base, Ohio, during the mid-1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Lockheed F-94C Starfire

The F-94 series all-weather interceptors were developed from the Lockheed P-80 Shooting Star. The prototype F-94 first flew on July 1, 1949. The Starfire was subsequently produced in the A, B and C series. The F-94C (originally designated the F-97A) was a fundamental redesign of the F-94B and made its first flight on Jan. 18, 1950. Improvements in the F-94C included a higher thrust engine, single point refueling, a redesigned wing, a sweptback horizontal stabilizer, upgraded fire-control and navigation systems, and later, mid-wing rocket pods. Twenty-four rockets were carried in the nose in a ring around the radome, shielded by retractable doors, with an additional 24 in the wing pods, if installed. The F-94C carried no guns. Starfires were employed in the air defense of the continental United States in the 1950s. In the F-94A form, they served as the first all-jet, all-weather interceptor for the Air Defense Command. The last F-94Cs were withdrawn from USAF service in 1959. The aircraft on display (S/N 50-980) has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Mass. during the late 1950s. (U.S. Air Force photo by Ty Greenlees)
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Goodwill Missions Exhibit

An emperor penguin in the Goodwill Missions section of the Humanitarian Exhibit.
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220309-F-AU145-1080

DAYTON, Ohio -- Messerschmitt Bf 109G-10 at the National Museum of the U.S. Air Force World War II Gallery. The Messerschmitt Bf 109 began as an entry by the Bayerische Flugzeugwerke in a Luftwaffe (German Air Force) fighter competition in the early 1930s. Willy Messerschmitt's creation incorporated one of the most advanced aerodynamic designs at the time, with retractable landing gear, an enclosed cockpit, automatic slats, cantilever wings and stressed skin construction. During the trials, the Bf 109 clearly outperformed the larger and heavier favorite, Heinkel's He 112. The first production model, the Bf 109B, began coming off the lines in 1936. (U.S. Air Force photo by Ty Greenlees)
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Messerschmitt Bf 109G-10

DAYTON, Ohio -- The Messerschmitt Bf 109G-10 on display in the WWII Gallery at the National Museum of the U.S. Air Force. The Messerschmitt Bf 109 began as an entry by the Bayerische Flugzeugwerke in a Luftwaffe (German Air Force) fighter competition in the early 1930s. Willy Messerschmitt's creation incorporated one of the most advanced aerodynamic designs at the time, with retractable landing gear, an enclosed cockpit, automatic slats, cantilever wings and stressed skin construction. During the trials, the Bf 109 clearly outperformed the larger and heavier favorite, Heinkel's He 112. The first production model, the Bf 109B, began coming off the lines in 1936. (U.S. Air Force photo by Ty Greenlees)
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Messerschmitt Bf 109G-10

DAYTON, Ohio -- The Messerschmitt Bf 109G-10 on display in the WWII Gallery at the National Museum of the U.S. Air Force. The Messerschmitt Bf 109 began as an entry by the Bayerische Flugzeugwerke in a Luftwaffe (German Air Force) fighter competition in the early 1930s. Willy Messerschmitt's creation incorporated one of the most advanced aerodynamic designs at the time, with retractable landing gear, an enclosed cockpit, automatic slats, cantilever wings and stressed skin construction. During the trials, the Bf 109 clearly outperformed the larger and heavier favorite, Heinkel's He 112. The first production model, the Bf 109B, began coming off the lines in 1936. (U.S. Air Force photo by Ty Greenlees)
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Messerschmitt Bf 109G-10

DAYTON, Ohio -- The Messerschmitt Bf 109G-10 on display in the WWII Gallery at the National Museum of the U.S. Air Force. The Messerschmitt Bf 109 began as an entry by the Bayerische Flugzeugwerke in a Luftwaffe (German Air Force) fighter competition in the early 1930s. Willy Messerschmitt's creation incorporated one of the most advanced aerodynamic designs at the time, with retractable landing gear, an enclosed cockpit, automatic slats, cantilever wings and stressed skin construction. During the trials, the Bf 109 clearly outperformed the larger and heavier favorite, Heinkel's He 112. The first production model, the Bf 109B, began coming off the lines in 1936. (U.S. Air Force photo by Ty Greenlees)
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Messerschmitt Bf 109G-10

DAYTON, Ohio -- The Messerschmitt Bf 109G-10 on display in the WWII Gallery at the National Museum of the U.S. Air Force. The Messerschmitt Bf 109 began as an entry by the Bayerische Flugzeugwerke in a Luftwaffe (German Air Force) fighter competition in the early 1930s. Willy Messerschmitt's creation incorporated one of the most advanced aerodynamic designs at the time, with retractable landing gear, an enclosed cockpit, automatic slats, cantilever wings and stressed skin construction. During the trials, the Bf 109 clearly outperformed the larger and heavier favorite, Heinkel's He 112. The first production model, the Bf 109B, began coming off the lines in 1936. (U.S. Air Force photo by Ty Greenlees)
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Messerschmitt Bf 109G-10

DAYTON, Ohio -- The Messerschmitt Bf 109G-10 on display in the WWII Gallery at the National Museum of the U.S. Air Force. The Messerschmitt Bf 109 began as an entry by the Bayerische Flugzeugwerke in a Luftwaffe (German Air Force) fighter competition in the early 1930s. Willy Messerschmitt's creation incorporated one of the most advanced aerodynamic designs at the time, with retractable landing gear, an enclosed cockpit, automatic slats, cantilever wings and stressed skin construction. During the trials, the Bf 109 clearly outperformed the larger and heavier favorite, Heinkel's He 112. The first production model, the Bf 109B, began coming off the lines in 1936. (U.S. Air Force photo by Ty Greenlees)
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Messerschmitt Bf 109G-10

DAYTON, Ohio -- The Messerschmitt Bf 109G-10 on display in the WWII Gallery at the National Museum of the U.S. Air Force. The Messerschmitt Bf 109 began as an entry by the Bayerische Flugzeugwerke in a Luftwaffe (German Air Force) fighter competition in the early 1930s. Willy Messerschmitt's creation incorporated one of the most advanced aerodynamic designs at the time, with retractable landing gear, an enclosed cockpit, automatic slats, cantilever wings and stressed skin construction. During the trials, the Bf 109 clearly outperformed the larger and heavier favorite, Heinkel's He 112. The first production model, the Bf 109B, began coming off the lines in 1936. (U.S. Air Force photo by Ty Greenlees)
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