F-89 SCORPION

The F-89 Scorpion

BY LT COL DON BOWIE, USAF (RET)

After World War II ended, we assumed we would have peace at last. This hope was quickly ended with the rise of a new rival and the start of the Cold War. In 1945, the Soviet Union interned three Boeing B-29 Superfortress bombers that diverted there after bombing Japan. They reverseengineered them into the Tupolev TU-4 (NATO reporting name Bull) bomber. The Soviets produced 847 of these aircraft. Then, in 1949, they exploded their own atomic bomb. America was now at risk.

The USAF Air Defense Command (ADC) was created to guard the country. Over time the United States and Canada were ringed with long range radar sites to detect any incoming raids, and ground control intercept (GCI) sites to direct aircraft to intercept those threats. For protection, 93 active duty and 76 Air National Guard (ANG) fi ghter interceptor squadrons (FIS) were formed. They flew North American F-86 Sabres, Lockheed F-94 Starfi res, and Northrop F-89 Scorpions. In all models, the F-89 was the most heavily armed fi ghter aircraft of its time. It was the fi rst aircraft designed to carry an all-rocket armament, the fi rst aircraft to be armed with guided missiles, and the fi rst nuclear-armed interceptor. It was the backbone of the North American Air Defense Command (NORAD) and defended the continental United States for over seventeen years.

The fi rst models, the F-89A, B, and C, were armed with six 20 mm cannons. The largest production run was the F-89D with 682 being manufactured. On the end of each D’s wing was a rocket pod. Each pod held 52 2.75-inch “Mighty Mouse” folding-fi n aerial rockets for a total of 104. A full salvo would cover the size of a football fi eld. The GCI Weapons Controller (WC) would set the interceptor up on a 90-degree beam lead collision approach (a collision course from the side). The Radar Intercept Offi cer (RIO) would then locate the target on his radar. He would make fi nal corrections to get on the 90-degree approach as this provided the most target mass to the rockets. He would electronically lock the radar target to the aircraft fi re control system (FCS). A steering circle and steering dot would appear on the pilot’s scope. The pilot would select and arm the rockets, squeeze the trigger, and keep the steering dot in the center of the scope. At the correct fi ring range, the FCS would launch the rockets. The whole load could be fi red in 4/10ths of a second. The rockets would almost stop the Scorpion in fl ight.

Bowie

The last new model built was the F-89H with 156 units. It was the fi rst fi ghter to carry radar guided missiles. The wing tip pods were

Don Bowie celebrates his Don Bowie celebrates his 20th anniversary fl ight in the F-101B, July 1979,

Portland ANGB, Oregon.

modified to carry 42 “Mighty Mouse” rockets, 21 in each pod, and six Hughes GAR-1 (later AIM4) Falcon radar-guided missiles carried internally, three in each wing tip pod. It had an upgraded FCS to handle tracking for either the rockets or missiles.

MY TIME IN THE F-89D

I enlisted in the Air Force in 1956 and entered the Aviation Cadet Navigation program. I graduated from fl ight school in December 1957 as a 2nd lieutenant and much to the relief of my instructors, I chose the Radar Observer (RO) career fi eld. I was assigned to James Connally Air Force Base (AFB) in Waco, Texas, in January 1958 for interceptor training. The first three months was spent in the back of a B-25 equipped with an F-89D radar in the nose. The last three months we fl ew in the F-89D. Besides the 90-degree attack sorties, we also had to run identifi cation (ID) passes. On an ID sortie, I would take over

Bowie

the intercept and steer to a stern position, slightly low and to the right of the target. Then we would go in for the ID. I did not kill any of my pilots, so I left as a qualifi ed RO.

MY TIME IN THE F-89H

In June 1958, I was assigned to the 75th FIS, 23rd Fighter Group, (the old Flying Tigers) fl ying the F-89H out of Presque Isle AFB, Maine. For live fire exercises we would run intercepts on a radar refl ector (Delmar) target towed behind a Lockheed T-33 Shooting Star. [Editor’s note: These Delmar targets were light-weight, aerodynamicallyshaped targets similar to a large bomb with fins. They contained a radar refl ector and were towed about 5,000 feet behind the T-33.] Again, we ran 90-degree beam approaches. For rocket attacks, the pilot would select and arm the rockets. The Radar Intercept Offi cer (RIO, an upgraded Radar Observer) would lock on to the Delmar. The T-33 pilots would be intently staring out their canopy making sure we were drifting behind and not locked onto them. The pilot would steer the dot and squeeze the trigger. At the correct range, the FCS would launch the rockets. They would come out heading in all directions. For missile attacks, the pilot would select and arm the missile. After radar locked on the target he would steer to center the steering circle and steering dot. At the correct launch point, the missile door would open, the missile would pop up on its rail, and away it would go. It was neat to watch.

As an Air Defense Command unit we had two fully armed aircraft and crews on duty in the Alert Hangar 24/7. When scrambled, we had 5 minutes to get airborne and contact our GCI site. Nothing gets your attention like a klaxon going off at 0200. In June 1959, the squadron moved to Dow AFB, Bangor, Maine, for transition to the McDonnell F-101B Voodoo and we ferried our F-89Hs to the Pennsylvania Air National Guard (ANG) in Philadelphia. Our Voodoos were delayed for a month. The Maine ANG was still flying the F-89D. I went with them to Otis AFB, Massachusetts, for their two-week summer camp as an Air Force adviser. There I got to live fi re rockets from the “D.”

MY TIME IN THE F-89J

The threat changed in 1954 with the appearance of the TU-16 (NATO reporting name Badger) Soviet jet

Don Bowie drying off from the fi re hose after his last fl ight in the F4C, August 1982, Portland ANGB, Oregon.

bomber. To counter this threat, the F-89J was developed - 350 F-89Ds were modified to the J model confi guration with hardpoints for two MB-1 (later AIR-2) Genie rockets and wingtip pods for four Falcon missiles. A new FCS was developed to launch the MB-1 Genie, an unguided air-to-air rocket carrying a 1.5 kiloton warhead. The J carried two Genies, one under each wing. It was the fi rst fi ghter to carry a nuclear rocket and the only one to actually fi re one. On July 19, 1957, as part of Operation Plumbbob, an F-89J fi red a live Genie rocket which successfully detonated over the Yucca Flat, part of the Nevada Test Site.

This weapon required a change in tactics. Now we ran head-on, snap-up approaches. We would be at 30,000 feet going as fast as we could (0.9 Mach). The target would be at 45,000 feet. The RIO would lock on to the target. The pilot would center the dot in the steering circle. At about 10 miles, the dot would jump to the top of the scope. The pilot would squeeze the trigger and pull the nose up to center the dot. At about 6 miles the rocket would launch. The pilot would then do a slashing 135-degree-bank diving turn away from the target to put the bottom of the aircraft up to absorb the nuclear blast. Remember we had two rockets. So, if we survived the fi rst attack, we were expected to do it again.

The Maine ANG sometimes would be short of ROs during the week. So, on my off day, I would go over and log an F-89D sortie. In January 1960, I went with them to Bunker Hill AFB, Indiana to ferry back the F-89Js from one of the last active duty ☛

collection connection

75TH FIGHTER INTERCEPTOR SQUADRON PATCH

The 75th Fighter Interceptor Squadron traces its lineage to the China-Burma-India Theater in World War II. The squadron was assigned to the Air Defense Command (ADC) in 1951 and served at Presque Isle AFB and later Dow AFB, Maine. The squadron was nicknamed the “Tiger Sharks” and while assigned to ADC fl ew the Northrop F-89 Scorpion and later the McDonnell F-101 Voodoo interceptors. Today, the squadron operates the Republic A-10A Thunderbolt II from Moody AFB, Georgia.

2.75-IN “MIGHTY MOUSE” ROCKET

The 2.75in “Mighty Mouse” rocket was the primary armament for many Air Defense Command interceptors in the 1950s. The small, unguided air-to-air rockets would be fi red in salvos of 6, 12, or 24 at approaching enemy bombers. The rockets were dubbed “Mighty Mouse” after the popular children’s cartoon character due to their small size and powerful destructive potential.

AIR DEFENSE COMMAND QUALIFICATION PATCHES

These patches were issued to Air Defense Command pilots and navigators (weapon systems offi cers) to indicate their profi ciency and combat readiness. Three levels were commonly awarded – Qualifi ed, Skilled, and Expert. The rare few earned a special patch – Master of Air Defense (not pictured).

https://www.nationalmuseum.af.mil/Collections/Donate-an-Item/

NMUSAF photos units still fl ying them. From then on I would log time in the F-89J.

In November 1961, I was off to Weapons Controller School. In July 1964, I returned to fl ying Voodoos. In 1968, I took a staff offi cer assignment with the 36th Air Division at Topsham Air Force Station, Maine. The Maine Guard was still flying the F-89J. Once a month, I would drive up to Bangor and log time in the J. I was scheduled to leave in March for McDonnell Douglas F-4 Phantom school. In February 1969, I had my last F-89 fl ight. The Maine ANG was the last unit to fl y the Scorpion and they ferried the last operational one to the National Museum of the U.S. Air Force™ in July 1969. My log shows I fl ew two sorties with the Maine Air National Guard in the F-89J on display in the Museum. It was slow and it wasn’t pretty, but it was ahead of its time in weapons development. It was also forgiving and easy to fl y. And, the F-89 was the last fi ghter with a windshield wiper and a parking brake.

Lt Col Don Bowie’s last assignment Bowie was as the senior Air Force adviser to the Oregon Air National Guard, fi rst fl ying in the F101B and last in the F-4C. Don retired from the Air Force in 1982, having logged over 4,500 hours in the F-89D, H, and J; F101B; F4C and E; and the T-33. He and his wife Mary live in McMinnville, Oregon. For the past 21 years, Don has been a docent at the Evergreen Aviation Museum, home of Howard Hughes wooden fl ying boat, The Spruce Goose.

VOODOO RESCUE

CONTINUED FROM PAGE 26

Yahne issued orders for the markings’ immediate removal. Yahne’s directive was probably intended to maintain base morale during a changeover from one airplane type to another, especially when the departing type was held in much esteem by unit personnel, both aircrew and ground pounders. On the other hand, for Machtolff they were a fond farewell — one last chance for a Canberra lover to say goodbye to his favorite airplane and have the last laugh.

T/Sgt Kenny Machtolff left the Kentucky ANG in 1968 and continued his life long career in aviation. He retired as director of maintenance for the Louisville based Humana Health Insurance Company corporate jet fl eet. This position also allowed him to use his piloting skills to fl y Humana aircraft on company business trips. Machtolff passed away in February 2020 Charles W. Arrington, from Louisville, Kentucky, has had a long interest in historical aviation. This is his fourth article for the Friends Journal and he recently published a book on Louisville’s Bowman Field Airport. He enjoys aviation photography, visiting aviation museums, and presenting talks on Louisville aviation history. The highly regarded Kentucky Air National Guard still plies the skies above Louisville but now fl ying airlift missions aboard the Lockheed C-130H Hercules. The world is at its doorstep. The 123rd Airlift Wing has earned at least 18 Outstanding Unit Awards since 1947.

Do you have a story to share?

The Friends Journal is always open to stories and story ideas. Any story related to service in the Air Force or its predecessor services is of interest to me for possible publication. Articles about the history of Air Force related organizations, operations, programs, or systems also can fi nd a home in the pages of the Friends Journal. Some anniversaries coming up in 2023 include the 80th anniversary of the founding of the Women Airforce Service Pilots (WASPs), the 75th anniversary of Operation Vittles (the Berlin Airlift), the 70th anniversary of the end of the Korean War, the 50th anniversary of Operation Nickel Grass (the Yom Kippur War airlift), and the 20th anniversary of the start of Operation Iraqi Freedom.

The Museum will also be opening a Search & Rescue exhibit centered on the recently restored A-1H Skyraider. I would love to hear from you with a story if you participated in any of these operations or missions.

CONTACT THE EDITOR Alan Armitage at aarmitage@afmuseum.com

If you wish to mail a manuscript, or photos for us to scan, mail them to:

Air Force Museum Foundation Friends Journal Editor

P.O. Box 1903, 1100 Spaatz Street WPAFB, OH 45433