The inception of the Republic XF-103 can be traced back to a request from the USAF in early 1949 for a sophisticated interceptor. This request aimed to outperform the anticipated speed and altitude capabilities of new Soviet intercontinental bombers, which American intelligence suggested would soon be operational in significant numbers.
Existing interceptors like the North American F-86D Sabre, Northrop F-89 Scorpion, and Lockheed F-94 Starfire, all subsonic, were considered inadequate in terms of potential upgrades to counter this new threat. This led to the initiative known as the “1954 interceptor,” named after the year the new interceptor was expected to enter service.
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Recognizing the growing complexity of modern weapons, the Air Force at that time understood that developing components in isolation (such as equipment, airframes, electronics, engines) and expecting seamless integration in the final product was impractical.
Republic XF-103 Weapons System
To overcome this, the “weapons system” concept was introduced, ensuring the components of the new interceptor were integrated from the onset.
This approach aimed to guarantee compatibility of various systems within the final aircraft. The project was assigned the designation WS-201A, with WS representing “Weapons System.” Initially, WS-201A envisioned a system comprising air-to-air guided missiles and all-weather search and fire control radar, all embedded in a supersonic-capable airframe.
The first focus was on the electronics package of the WS-201A system. This part of the project, known as Project MX-1179, was dedicated to developing the armament and electronic fire-control system for the 1954 Interceptor. In October 1950, Hughes Aircraft Company won the MX-1179 contract, proposing a MA-1 fire control system in tandem with Falcon air-to-air guided missiles. The Falcon missile was briefly referred to as the F-98.
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The airframe aspect of the project, designated MX-1554, sought proposals from manufacturers, with the request issued on June 18, 1950. By January 1951, nine proposals from six different manufacturers were submitted, including three from Republic, two from North American, and one each from Chance-Vought, Douglas, Lockheed, and Convair.
On July 2, 1951, the Air Force selected designs from Convair, Lockheed, and Republic for preliminary development, progressing all three to the mockup stage. The most promising design at this phase was to receive a production contract. However, due to cost considerations, the USAF later canceled the Lockheed project. The Convair and Republic designs were greenlit to proceed.
Republic XF-103 Targeting Mach 4
Republic’s proposal, designated AP-57, evolved from the AP-44A, a 1948 concept for an all-weather high-altitude defensive fighter. The AP-57 aimed for groundbreaking achievements, targeting Mach 4 performance (2600 mph) at altitudes up to 80,000 feet. The aircraft was to be constructed entirely of titanium, selected for its resistance to aerodynamic heating at the high speeds the aircraft would operate.
The Republic XF-103, an advanced interceptor concept originating in the early 1950s, was designed to exceed the performance of new Soviet intercontinental bombers. Its remarkable capabilities were to be achieved through a dual-cycle propulsion system.
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This system combined a Wright XJ67-W-3 turbojet, a license-built version of the Bristol Olympus, rated at 15,000 lb.s.t. dry and 22,000 lb.s.t. with afterburning, and an XRJ55-W-1 ramjet, delivering 18,800 pounds of thrust. Together, these engines could produce a total thrust of 37,000 pounds at altitude, drawing air through a large intake on the ventral fuselage.
The XF-103’s fuselage was aerodynamically sleek, with no disruptions in its smooth line, not even for the pilot’s cockpit. Instead, the cockpit was recessed into the fuselage, equipped with only two small side windows and a periscope for forward vision. An innovative downward-ejecting escape capsule was included for emergency situations. This periscope concept was tested in 1955 on a modified F-84G.
Scaled-Up XF-92A
The aircraft featured small delta wings, but it wasn’t a true delta as it had a separate horizontal tailplane on the rear fuselage. Additionally, a retractable ventral fin was included for stability during takeoff and landing.
Armament plans included six Hughes GAR-3 Falcon air-to-air missiles in individual fuselage bays and 36 unguided rockets, with fire-control radar housed in the nose. The estimated takeoff weight exceeded 40,000 pounds, positioning the AP-57 as a significant advancement in early 1950s aviation technology.
The Convair design, a scaled-up XF-92A, was awarded a contract under the designation F-102, and work on the Republic XF-103, initially named AP-57, was also authorized. Despite the construction of a full-scale mockup and a contract for three prototypes, the project faced numerous challenges, including difficulties with the titanium structure, the propulsion system, and cost overruns.
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Ultimately, the ambitious XF-103, being too advanced and risky, fell behind the competing F-102, leading to a loss of interest from the Air Force. Delays and cost issues resulted in a reduction to just one prototype. The Wright XJ67 engine was delayed and eventually scrapped, with alternative engine plans proving unfeasible. The Air Force cancelled the XF-103 project on August 21, 1957.
Hydrogen Bomb
In August 1953, following the Soviet Union’s detonation of their first hydrogen bomb, the urgency of the Air Defense Command’s (ADC) concerns intensified. The Air Force Council initiated proposals for a new design that would complement the F-102 and bridge the gap between the F-89 and the upcoming F-106.
After briefly considering updates to the F-89 and an interceptor variant of the F-100, the decision was made to develop a two-seat modification of the F-101. This variant, designated the F-101B, was to be outfitted with the MG-3/Falcon system used in the F-102, but with operations handled by a weapons officer instead of the pilot, significantly streamlining the system’s complexity.
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Throughout 1952 and into 1953, development of the airframes progressed. Early in 1953, NACA wind tunnel tests revealed that Convair’s predicted maximum altitude of 57,000 feet and a combat radius of 350 miles were overly optimistic, with actual drag being higher than anticipated.
NACA suggested implementing the newly developed area rule to address this issue, but Convair initially did not apply these recommendations, and construction of the first two flying prototypes, part of an order for 42 aircraft, proceeded with the original design. When these prototypes took flight starting in October 1953, NACA’s assessments were validated: the F-102 achieved only a slight performance enhancement over the F-86D it was intended to surpass.
Specifications of the XF-103 included:
- Engines: One Wright XJ67-W-3 turbojet and one XRJ55-W-1 ramjet.
- Projected Performance: Max speed of 1985 mph at 50,000 feet, potentially reaching 2600 mph with ramjet power.
- Climb Rate: 19,000 feet per minute, reaching 50,000 feet in 7.1 minutes.
- Ceiling: 69,000 feet.
- Range: Normal range of 245 miles, max range of 1545 miles.
- Fuel Capacity: 2440 US gallons.
- Weights: Empty 24,949 pounds, combat 31,219 pounds, gross 38,505 pounds, max takeoff 42,864 pounds.
- Dimensions: Wingspan 34 feet 5 inches, length 77 feet, height 16 feet 7 inches, wing area 401 square feet.
- Armament: Six Hughes GAR-3 Falcon missiles and 36 2.75-inch unguided rockets.
