The North American F-100 Super Sabre is one such old-fashioned jet that was representative of the Cold War era. It was not just another fighter plane—it was the first aircraft in the U.S. Air Force that could breach the sound barrier when in level and straight flight. That was a big thing in those days, offering a whole new frontier in terms of military aviation and influencing the design of future fighters.
When the F-100 took to the skies for the very first time during the early 1950s, it was unique. Its wings were swept back very closely to a 45-degree angle—a design borrowed from the earlier F-86 Sabre but stretched even more to combat higher speeds. The earliest model to take to the skies in 1954 was the F-100C, and it was utilized fairly widely, especially during the Vietnam War.
Then came the F-100D, designed for ground attack, so it was an excellent fighter-bomber for close air support. The aircraft could travel at speeds far more than 900 miles per hour, demonstrating the haste at this time for speed and aerial control.
Chasing that speed, however, came with its price tag. The F-100 developed a reputation quickly for being a difficult aircraft to fly, especially for novice pilots. One of its most deadly idiosyncrasies was an effect called inertial roll coupling—basically, the plane would whip out of control and commence spinning or tumbling. Crews nicknamed this eerie phenomenon the “Sabre Dance.”
This instability caused many fatal crashes, both for experienced and novice pilots. 1st Lt. Barty Ray Brooks’s ill-fated crash landing attempt in a new F-100C was a sobering experience of just how unforgiving this machine was. They later used footage of that crash to train pilots, demonstrating just how careful you had to be.
Even the top flyers weren’t immune. World War II ace and test pilot Major George Welch died when his F-100A broke apart in a high-speed dive over the Mojave Desert. And Air Commodore Geoffrey Stephenson, a veteran RAF pilot, also perished flying the F-100. Because of these accidents, the Air Force grounded the entire fleet of F-100A aircraft in late 1954. The fleet came back into service only after engineers added stabilizing gear that helped the pilots handle the plane.
Despite its rocky start, the F-100 performed well. In Vietnam, it performed more close air support sorties than any other Air Force fighter—over 360,000 sorties. It had bombed, rocketed, and even practiced complex nuclear delivery maneuvers like the “over-the-shoulder” loop.
Pilots used to envy its ruggedness and reliability, not having the most advanced electronics. The F-100 flew better in the worst weather and worst runways in Southeast Asia than had been expected, and it was a valued asset.
What the F-100 truly left behind was more than speed or firepower—lessons. The failures and crashes pushed engineers to rethink jet design and pilot tactics, eventually resulting in better, safer fighters such as the F-15 and F-22. Those planes learned to be faster, more agile, and more survivable from what was learned about the Super Sabre.
Today, the F-100 is still a favorite item of history in flight. Restoration projects—like one that moved a jet from the Mojave Desert to a Fort Worth museum—prove how much folks love this plane. It set speed records, flew over the North Pole, and more. But most of all, it honors the pilots who risked everything to fly it.
The history of the F-100 Super Sabre is one of daring vision, grave danger, and unremitting inventiveness. It broke down walls, earned respect the hard way, and made a lasting impact on military flight that’s still noticed today.