Beyond The Sprues
Current and Finished Projects => Stories => Topic started by: GTX_Admin on December 20, 2025, 01:03:40 AM
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Titanium Geese and Roadrunners
In September of 1959, the United States Air Force (USAF) cancelled its contracts for the North American F-108 Rapier, a Mach 3-capable aircraft that had been proposed as the USAF's next-generation interceptor to replace the Convair F-106. The reason given for the cancellation was that the F-108 was struggling to meet requirements and schedule and development was simply becoming too expensive for the USAF with no foreseeable delivery in sight.
The threat to the USA was still thought to be there though with the Soviet Union testing the first Myasishchev M-50 (NATO reporting name: Bounder) supersonic strategic bomber only the following month and already reported to be working on a Mach 3 capable successor (this would later be confirmed to be the Sukhoi Su-100 and would enter service a bit over a decade later). The F-106 had only entered service in June the same year but was already perceived as being unable to meet the threat posed by the new Soviet types.
Into this environment Kelly Johnson, the head of Lockheed’s Skunk Works, proposed to the USAF that his team could build an interceptor version of the classified CIA A-12 reconnaissance aircraft. This proposal was initially named AF-12 by the company but would be eventually re-designated as YF-12A in 1962 by the USAF which ordered three prototypes in mid-1960. One of the unsaid reasons for the Defense Department approval of the Lockheed interceptor project was perhaps that it might make a good cover for the real CIA-supported intelligence-gathering nature of the project. Being based upon an already proven type, the development proceeded relatively quickly and the first YF-12A flew on 7 August 1963. President Lyndon B. Johnson announced the existence of the type on 24 February 1964 when he also announced that the USAF would acquire 142 of the type (120 F-12B interceptors and 22 F-12C trainers).
The operational F-12B was an impressive aircraft, capable of a top speed of 2,275 mph (3,661 km/h, Mach 3.35) at 80,000 ft and an un-refueled range of 3,000 mi (4,800 km) and a service ceiling 90,000 ft. Using the A-12 as a starting point, it differed in having a dedicated Weapon System Officer (WSO) in a position immediately behind the pilot. This second crewman was added to operate the extremely powerful and capable Hughes AN/ASG-18 pulse Doppler fire control radar, which had originally been developed for the F-108 Rapier. The AN/ASG-18 was installed in the extreme nose of the aircraft, with the forward chines being cut back to accommodate the 40-inch radome. The ASG-18 radar had a search range as great as 500 miles (800+ km). Infrared sensors were also in the forward edges of the cut-back chines. Armament for the new type was also impressive, comprising four Hughes AIM-47A Falcon air-to-air missiles housed internally in chine bays that had previously been used to carry the reconnaissance equipment. The AIM-47A had originally been known as the GAR-9 and, like the ASG-18 radar, had originally been intended for the F-108 Rapier. When fired, the Falcon missiles were explosively ejected from their bays, and their rocket motors were fired. Powered by a storable-propellant liquid-fuelled rocket, the AIM-47A had a maximum speed of Mach 6 and an interception range of 115 miles (185 km). The missile relied on semiactive radar homing for midcourse guidance to the immediate vicinity of the target, homing in on reflections off the target resulting from transmissions from the huge ASG-18 radar. However, it used terminal infrared homing for the final run in to the target. The AIM-47 could carry a 250-kiloton nuclear warhead. The first F-12B would join the 94th Fighter-Interceptor Squadron based at Selfridge AFB in June 1965. In service, the F-12B initially used the same Cygnus name as the earlier A-12 (thus maintaining the cover story), though quickly acquired the moniker “Road-runner” with its operators due to its speed.
While these developments were underway in the USA, further North, the Royal Canadian Air Force (RCAF) was also looking with concern at the Soviet developments. After the cancellation of the CF-105 Arrow program in February 1959, in June 1961 the RCAF signed an agreement to lease 56 McDonnell F-101B interceptors and 10 F-101F trainers as an "off-the-shelf" interceptor from the USAF. This was very much seen as an interim option, but one that at least moved the RCAF on from the well obsolete Avro Canada CF-100 Canucks. The Mach 1.7 capable F-101s would be hard pressed to counter the likes of M-50s coming across the North Pole at Mach 2 or more though and potentially escorted by a rumoured new Mach 3 capable fighter (this would later be shown to be the MiG-25 which was not a escort fighter but an interceptor itself, though this was not known at the time). The newly operational CIM-10 Bomarc SAMs were also seen to be at risk of not meeting the challenge. As such a more capable solution was needed.
In February 1962, as part of ongoing NORAD collaboration, the RCAF was briefed on the new AF-12 development underway. They instantly saw a solution to their concerns and quickly lobbied the government of Prime Minister John Diefenbaker to replace the interim F-101s with the new type. Their efforts fell on deaf ears. They did not give up though. In 1963 they briefed the incoming Liberal government of Lester Pearson on the proposal. The new government was quite happy to 'make hay' out of their predecessor’s interceptor fumblings, both on the cancellation of the CF-105 and muddled attempts to substitute American F-101s. In 1964, on the very day after President Johnson’s announcement for the USAF, the Minister of National Defence, Paul Hellyer, announced that the RCAF would also acquire the type and hand back the F-101s. A total of 56 F-12s would be acquired comprising 48 F-12B interceptors and 8 F-12C trainers. They would be identical in all respects to the USAF versions including armament. In RCAF service they were designated as the CF-116 and CF-116D respectively. They were operated by No.s 410, 414 and 425 Squadrons. In RCAF service the type initially did not receive a name but in 1966, when RCAF pilots heard their USAF counterparts refer to their aircraft as the “Cygnus” the Canadians took the opportunity to quickly adopt a unique Canadian counter: “The Cobra Chicken” in homage to the terrifying beast known as Canada’s first line of defence. A variation of this sometimes also used was “The Titanium Goose” referencing the types significant use of titanium in its construction.
The F-12s continued to serve in both US and Canadian units until 1996.
(https://hosting.photobucket.com/a07712f7-3378-4f37-b261-f34176123eec/dde4ff85-84c7-4f94-9a0a-f2ef27c8bbce.jpg)
Top: Lockheed F-12B-1-LO (s/n 64-2790) of the 94th Fighter-Interceptor Squadron based at Selfridge AFB in the Summer of 1967. First to operate the F-12B, the 'Hat in the Ring' 94 FIS colours festoon this fighter's vertical tails.
This aircraft is in the USAF's standard F-12B scheme of polished metal uppers and heat-resistant lowers. Other than the pilot's name - Capt Bruce Gordon - below the canopy (but not visible here), markings are minimal (in typical F-12B style).
Bottom: Lockheed CF-116 (s/n 116003) of 425e Escadron de chasse, 3 Escadre Bagotville, Québec in late 1973. The squadron's 'Alouette' disc marks the tails but, following USAF practices, other markings have been kept to a bare minimum.
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Another joint effort between myself and Stephen.