- Length: 64 ft. 4.75 in.
- Wingspan: 34 ft. 11.25 in.
- Height: 19 ft. 8 in.
- Wing Area: 385 sq. ft.
- Empty Weight: 27,500 lbs.
- Loaded Weight: 35,637 lbs.
- Crew: 1-2
- Power Plant: 1 × Pratt & Whitney J75-P-19W afterburning turbojet, 26,500 lbf with afterburning & water injection
- Combat Radius: 780 miles
- Max Speed: Mach 2.08 (1,372 mph)
- Ceiling: 48,500 ft.
- Guns: 1 × 20 mm M61 Vulcan cannon, 1,028 rounds
- Bombs/Rockets: Up to 14,000 lbs. of ordnance including nuclear weapons, AIM-9 Sidewinder, and AGM-12 Bullpup missiles. Weapons carried in the bomb bay and on five external hardpoints.
Design & Development:
Design of the F-105 Thunderchief began in the early 1950s as an internal project at Republic Aviation. Intended to be a replacement for the F-84 Thunderjet, the F-105 was created as a supersonic, low-altitude penetrator capable of delivering a nuclear weapon to a target deep within the Soviet Union. Led by Alexander Kartveli, the design team produced an aircraft centered on a large engine and able to achieve high speeds. As the F-105 was meant to be a penetrator, maneuverability was sacrificed for speed and low-altitude performance.
Intrigued by Republic's design, the US Air Force placed an initial order for 199 F-105s in September 1952, but with the Korean War winding down reduced it to 46 six months later. On October 22, 1955, the first YF-105A prototype flew powered by a Pratt & Whitney J57-P-25 engine. Test flights with the YF-105A soon revealed that the aircraft was underpowered and suffered from problems with transonic drag. To counter these issues Republic replaced the engine with the more powerful Pratt & Whitney J75, altered the arrangement of the air intakes, and redesigned the F-105's fuselage.
The redesigned aircraft, dubbed the F-105B, proved able to achieve speeds of Mach 2.15. Also included were improvements to its electronics including the MA-8 fire control system, a K19 gun sight, and an AN/APG-31 ranging radar. With the alterations complete, the YF-105B first took to the sky on May 26, 1956. The largest single-engine fighter built for the US Air Force, the production model of F-105B possessed an internal bomb bay and five external weapons pylons. The US Air Force planned to purchase 1,500 F-105s, however this order was reduced to 833 by Secretary of Defense Robert McNamara.
On May 27, 1958, the F-105B entered service with the 335th Tactical Fighter Squadron. As with many new aircraft, the Thunderchief was initially plagued by problems with its avionics systems. After these were dealt with as part of Project Optimize, the F-105B became a reliable aircraft. In 1960, the F-105D was introduced and the B model transitioned to the Air National Guard. This was completed by 1964. The last production variant of the Thunderchief, the F-105D included a R-14A radar, an AN/APN-131 navigation system, and an AN/ASG-19 Thunderstick fire-control system which gave the aircraft all-weather capability.
Deployed to Cold War bases in Western Europe and Japan, F-105D squadrons trained for their intended deep penetration role. As with its predecessor, the F-105D suffered from early technological issues. These earned the aircraft the nickname "Thud" from the sound the F-105D made when it hit the ground. As a result of these problems, the entire F-105D fleet was grounded in December 1961, and again in June 1962, while the issues were dealt with at the factory. In 1964, issues in existing F-105Ds were resolved as part of Project Look Alike.
Through the early- and mid-1960s, the Thunderchief began to be developed as a conventional strike bomber. It was in this role that it was sent to Southeast Asia during the escalation of the Vietnam War. With its high-speed and superior low-altitude performance, the F-105D was ideal for hitting targets in North Vietnam. First deployed to bases in Thailand, F-105Ds began flying strike missions as early as late 1964. With the commencement of Operation Rolling Thunder in March 1965, F-105D squadrons began bearing the brunt of the air war over North Vietnam.
A typical F-105D mission to North Vietnam included mid-air refueling and a high-speed, low altitude entry and exit from the target area. Though an extremely durable aircraft, F-105D pilots usually only had a 75% chance of completing a 100-mission tour due to the danger involved in their missions. By 1969, the US Air Force began withdrawing the F-105D from strike missions replacing it with F-4 Phantom IIs. While the Thunderchief ceased to fulfill a strike role in Southeast Asia, it continued to serve as a "wild weasel." Developed in 1965, the first F-105F "Wild Weasel" variant flew in January 1966.
Possessing a second seat for an electronic warfare officer, the F-105F was intended for a suppression of enemy air defenses (SEAD) mission. Nicknamed "Wild Weasels," these aircraft served to identify and destroy North Vietnamese surface-to-air missile sites. A dangerous mission, the F-105 proved highly capable at it as its heavy payload and expanded SEAD electronics allowed the aircraft to deliver devastating blows to enemy targets. In late 1967, an enhanced "wild weasel" variant, the F-105G entered service.
Due to the nature of the "wild weasel" role, F-105Fs and F-105Gs were typically the first to arrive over a target and the last to leave. While the F-105D had been completely removed from strike duties by 1970, the "wild weasel" aircraft flew until the war's end. In the course of the conflict 382 F-105s were lost to all causes, representing 46% of the US Air Force's Thunderchief fleet. Due to these losses, the F-105 was ruled to no longer be combat effective as a frontline aircraft. Sent to the reserves, the Thunderchief remained in service until officially being retired on February 25, 1984.