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Third member of Lockheed's F-80 family, the F-94 Starfire was evolved to satisfy a requirement for a two-seat all-weather radar-equipped fighter. It was evolved from the two-seat T-33 trainer and originally used many of the main components and the production facilities of its predecessor. The prototypes were converted T-33, each with a new 26.69kN Allison J33-A-33 turbojet, radar equipment installed in the fuselage nose and suitably equipped accommodation for the radar operator in the rear cockpit. Armament of four 12.7mm guns was retained in the forward fuselage.
Deliveries of production F-94A began in June 1950. These incorporated the wings, landing gear and centre fuselage of the T-33, with a new nose and rear fuselage (former to house the radar and the latter for the afterburner installation). All hydraulic, electric and control systems were similar to those of the F-80C. The F-94A were followed in 1951 by F-94B which differed in having square wingtips with centrally mounted Fletcher tip-tanks of larger capacity and improved shape, raised to the wing centre-line, and a revised hydraulic system. Final version was the F-94C with a thinner wing, longer nose, swept horizontal tail surfaces, larger vertical surfaces, a more powerful engine, and the radome centred in the fuselage nose and surrounded by a ring of 24 air-to-air rockets housed in firing tubes, faired by a retractable shield. Two pods (one mounted on each wing) could together accommodate 24 more rockets. A total of 544kg of electronic equipment included automatic locating, tracking and firing instruments, Westinghouse autopilot, Sperry Zero-Reader, ILS, etc. A total of 854 production Starfires were built. The USAF's first turbojet-powered all-weather interceptor, the type served primarily with Air Defense Command for national defence.
| MODEL | F-94C |
| CREW | 2 |
| ENGINE | 1 x Pratt & Whitney J48-P-5 turbo-jet, 28.2kN |
| WEIGHTS |
| Take-off weight | 10970 kg | 24185 lb |
| Empty weight | 5764 kg | 12708 lb |
| DIMENSIONS |
| Wingspan | 11.38 m | 37 ft 4 in |
| Length | 13.56 m | 44 ft 6 in |
| Height | 4.55 m | 14 ft 11 in |
| Wing area | 21.63 m2 | 232.82 sq ft |
| PERFORMANCE |
| Max. speed | 1030 km/h | 640 mph |
| Ceiling | 15665 m | 51400 ft |
| Range | 1296 km | 805 miles |
| ARMAMENT | 24-48 air-to-air missiles |
 | A three-view drawing (1662 x 1110) |
| Harry Archer, hma(@)tesco.net, 01.11.2008 Can anyone give me the fuel load and disposition of the F-94C please? | | BobHazlett, pilotbob1(@)cox.net, 18.09.2008 I joined the 29th FIS at Malmstrom AFB in 1955. I pilotted the F-94C util I left the squadron for exchange duty with the Navy in 1957. | | gene Baldwin, efbaldwin(@)charter.net, 18.08.2008 I trained in the F-94 at Tyndall AFB in May-June 1952. I flew it for over two years with the 68th Fighter Iterceptor Squadron at Itazuke. The 68th later converted to the F-86D -- but eight crews maintained all the alerts in the F-94 while the squadron transitioned. Good bird! | | Bob Benson, rbrb2525(@)comcast.net, 02.07.2008 Went thru RO training James Connally in Waco in 1952 Class 53-7. Went to Tyndall for training in the 94C. Assigned to 46th FIS at Dover from there went to Pilot training at
graham air base Marianna Fl, class 55G then to Greenville Miss. Then was assigned to 332nd FIS 94C squadron at New Castle--1955. Would love to here from anyone still around that might remember me from any of the above. | | John A. Fant, jafant(@)charter.net, 18.06.2008 After completing Moody AFB training I was assinged to the 48th FIS at Langley where we stood alert on the east coast. The F-94C served us well. We frequently would fly a 16-ship formation training flight with only 25 assigned aircraft. The unit was awarded the Presidential unit citation for flying safety. | | w. d. woodruff (woody), woodycarol(@)verizon.net, 10.06.2008 Trained at Moody in F94C June-Sept 54, assigned to F94C in 332nd FIS, New Castle Delaware until May 55, F89D in 59th FIS May 55-June 56 at Goose and back to F94C at Bunker Hill AFB (now Grissom), IN June 56 to Sept 57. Loved the 94C, fund to fly, great (for its time period) performance (0-42,000 ft in 7 minutes and an airframe you could go thru mach 1 (going downhill). Ailerons like a barn door would allow faast rolls and fun! Terrible fire control system but the best we had for the '50s. | | Bill McCarthy, wmcca10011(@)aol.com, 08.06.2008 As an RO I trained in the F 94 C at Moody AFB in 1953 then reported to the 59 Fighte interceptor Sq. at Goose AB Labrador in 1954. The 59th was the first to operate in high artic. Many stories are told of the squadron during the following years. The unit is now reactivated as a test squadron at Nellis. We have a great association of past members who get together and tell war stories. Freicuden Du | | George Butler, gjbutler(@)mesquiteweb.com, 01.05.2008 I was assigned to the 46th FIS at Dover AFB from '54 to '56. It was a safe AC, especially when we were scrambled out over the Atlantic to check on various commercial AC entering the ADIZ at the wrong time/location. There still are a few of us left & occasionally get together. |
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