McDonnell F2H Banshee

XF2D-1, later XF2H-1 in 1947

The origins of the Banshee can be traced back to the FH Phantom, the United States Navy's first carrier-based jet fighter.[3] This predecessor had been first proposed by McDonnell in January 1943, and made its first flight on 2 January 1945. Even prior to production-standard Phantoms commencing delivery in January 1947, the company had already progressed with development of a successor.[4] On 2 March 1945, the U.S. Navy's Bureau of Aeronautics instructed McDonnell to produce three prototypes of the improved derivative they had envisioned, designated XF2D-1. The company's design team had originally intended for this aircraft to be a straightforward modification of the Phantom and thus to share many components between the two aircraft, but it promptly became clear that the new aircraft ought to possess heavier armament, greater internal fuel capacity, and several other improvements that made the original concept infeasible.[5][6]

The resulting aircraft required the use of much larger and more powerful engines; the powerplant selected was a pair of newly developed Westinghouse J34 turbojets, which provided nearly double the total thrust from 3,200 to 6,000 lbf (14,000 to 27,000 N) compared to the Phantom but, since the larger engines still had to fit within the wing roots, this required a larger and thicker wing.[6] The more powerful engines were more fuel hungry, thus the fuselage was enlarged and strengthened to facilitate an increase in fuel capacity, which permitted a mission radius of up to 600 miles to be flown. No provisions for external stores were present on early production aircraft.[6]

Armament comprised four 20 mm (0.79 in) cannon, the U.S. Navy's successor to the obsolete World War II-era .50 in (12.7 mm) machine guns; these were mounted underneath the redesigned nose as this positioning meant that pilots would not be blinded by muzzle flash when firing at night, which had been a problem with the Phantom.[6] From the tenth production aircraft onwards, the Banshee incorporated an ejection seat, another feature that had been absent on the Phantom.[6] The aircraft also a large number of improvements to various onboard systems. The cockpit was pressurized and air conditioned, while the flaps, landing gear, folding wings, canopy, and air brakes were electrically rather than pneumatically operated. The front of the windscreen was bulletproof glass that was electrically heated to prevent frost.[7]

The Banshee was provisioned with a "kneeling" nose landing gear that had a pair of small wheels forward of the regular nosewheel. The regular nosewheel could be retracted so that the aircraft would rest on the smaller wheels; it could taxi with its nose down, redirecting the hot jet blast upwards to pose less risk to ground crews, and to allow parked aircraft to be tucked under each other to save space. This function was usually removed from later variants as it was found to be of little practical use and caused deck handling problems.[8] During April 1945, a mockup was completed. The project survived the numerous cancellations that came around the end of the conflict, however, the pace of development was slowed considerably, leading to the first of three prototypes was not completed until late 1946.[9]

On 11 January 1947, the first prototype performed its maiden flight from Lambert Field, St. Louis, Missouri, piloted by McDonnell test pilot Robert M. Eldholm.[6] During this first test flight, the aircraft demonstrated a climb rate of 9,000 ft/min (2,700 m/min), twice that of the F8F Bearcat, the Navy's primary fleet defense interceptor.[7] The flight test programme, which included carrier trials, was considered to be a success, however, various improvements and refinements to the aircraft were suggested. The U.S. Navy also permitted McDonnell to borrow one of the prototypes to assist in the development of afterburners and to test fly a modified wing design with an extended trailing edge.[6]

During 1947, the prototype was redesignated XF2H-1 after the Navy placed an order for an unrelated jet fighter from the Douglas Aircraft Company, which had previously been assigned the manufacturer's letter D. An initial order for 56 aircraft was issued by the U.S. Navy on 29 May 1947.[10][6] During August 1949, an F2H-1 set a US Navy jet fighter altitude record of 52,000 ft (16,000 m), but it wasn't enough to beat the 59,430 ft (18,110 m) reached by a de Havilland Vampire on 23 March 1948.[11] This altitude record was motivated at least partially by inter-service rivalries, as the feat proved that the Convair B-36 Peacemaker strategic bombers of the United States Air Force, the existence of which had been a factor in the cancellation of the USS United States, what would have been the U.S. Navy's first "supercarrier", was vulnerable to interceptor aircraft even at its maximum altitude.[12][13][14]

F2H-1 early in its career while still undergoing testing

During August 1948, similarities to the FH-1 meant that McDonnell was able to complete the first F2H-1, a mere three months after the last FH-1 was built; service evaluations commenced that same month[15][6] Compared to the XF2D-1, the F2H was a larger aircraft in practically all aspects,[16] while the fuel capacity was increased to 877 US gal (3,320 L; 730 imp gal). The empennage was a new design, the dorsal fin was reduced, and the dihedral was eliminated from the horizontal stabilizers. The wing and tail were reduced in thickness to increase the critical Mach number and different airfoil sections were used. The F2H-1 was retrofitted with 3,150 lbf (14,000 N) engines as they became available.

F2H-2B with extra pylon near intake for carrying a nuclear bomb

F2H-2N night fighter

F2H-2P with extended camera nose, post-1955

Although the Navy was satisfied with the F2H-1, it was the more capable F2H-2 that was most widely used.[17] Powered by Westinghouse J34-WE-34 engines, capable of producing 3,250 lbf (14,500 N) of thrust, it proved to be capable of significantly improved performance. The wings were strengthened to add provision for 200 US gal (760 L; 170 imp gal) wingtip fuel tanks but, unlike those of the contemporary Grumman F9F Panther, the Banshee's wingtip tanks were detachable. A pair of armament pylons were added under each inboard and outboard wing, for a total of eight, allowing the aircraft to carry 1,580 lb (720 kg) of stores, consisting of up to four 250 lb (110 kg) bombs and four 5 in (130 mm) unguided rockets.[16][17] The "kneeling" nose gear was omitted from the F2H-2 and most subsequent Banshee variants.[8]

The F2H-2 was the basis for three sub-variants. The F2H-2B had strengthened wings and an additional pylon adjacent to the intake on the port side to allow it to carry a 1,650 lb (750 kg) Mark 7 nuclear bomb or a 3,230 lb (1,470 kg) Mark 8 nuclear bomb.[18][19] To compensate for the increased load, the F2H-2B was fitted with stiffer landing gear struts and a pilot-switchable aileron power boost.[20] The latter was necessary to control the roll to the left when a heavy nuclear bomb was carried. One cannon was removed to provide room for the electronics needed to arm the weapon.[21] 25 F2H-2Bs were built.[11]

The F2H-2N was the U.S. Navy's first carrier-based jet night fighter, making its first flight on 3 February 1950, although only 14 would be built.[11][19] It had a 2 ft 10 in (0.86 m) longer nose that housed a Sperry Corporation AN/APS-19 radar which required that the cannons be moved back to make room. An F2H-2N was returned to McDonnell to serve as the prototype for the enlarged F2H-3.[18] Some F2H-2Ns retained the "kneeling" nose feature of the earlier F2H-1.[22]

The F2H-2P photo reconnaissance version had six cameras in a 2 ft 5 in (0.74 m) longer nose and was the US Navy's first jet-powered carrier-based reconnaissance aircraft. First flight was on 12 October 1950, and 90 were built.[23] The pilot could rotate the cameras in both vertical and horizontal planes, and the aircraft could carry a pair of underwing pods that each contained 20 flash cartridges for night photography. The camera bay was electrically heated.[24] The F2H-2P was a valuable photo-reconnaissance asset due to its long range for a jet aircraft, high ceiling of 48,500 ft (14,800 m), and speed that made it difficult to intercept even by other jet aircraft.[25] As a result, the F2H-2P was responsible for supplying roughly 40% of the United States Air Force (USAF) Fifth Air Force's daytime reconnaissance needs.[26]

F2H-3 with larger radar and repositioned guns and tailplane

The F2H-3 was an all-weather fighter, with a larger diameter Westinghouse AN/APQ-41 radar fitted in an 8 ft 0 in (2.44 m) longer fuselage which also increased its internal fuel load by over 50%,[23] to 1,102 US gal (4,170 L; 918 imp gal). This allowed the detachable wingtip fuel tanks to be reduced to 170 US gal (640 L; 140 imp gal) each, and due to the increased internal capacity, these were now seldom needed. The cannons were moved back, away from the nose to accommodate the larger diameter radar while allowing for an increased ammunition capacity. The horizontal stabilizers were lowered from the fin to the fuselage and were given dihedral, and on all but the first aircraft, large triangular fillets were added to the leading edges.[23] The weapons load was increased to 3,000 lb (1,400 kg) and AIM-9 Sidewinder air-to-air missiles would be cleared for use.[23][27] The F2H-3 also added provisions for aerial refueling consisting of as-needed bolt-on, in-flight refueling probe that replaced the upper port cannon. 250 were built, with the first flight being made on March 29 1952.[23]

The final variant to be produced was the F2H-4. It had a Hughes AN/APG-37 radar and slightly more powerful Westinghouse J34-WE-38 3,600 lbf (16,000 N) engines that increased the aircraft's service ceiling to 56,000 ft (17,000 m).[28][23] The F2H-4 was externally indistinguishable from the F2H-3.

McDonnell also created at least 48 proposals, including a long range escort fighter (Model 24H), a two-seat night fighter (Model 24N), a two-seat trainer (Model 24P), a two seat interceptor (Model 24Q), several single seat interceptors (models 24R & 24S), multiple variants with lengthened fuselages, alternate wings and tails, swept wings (model 24J, and others) and afterburners (model 24K, 24L and others), and various engine (model 24W, and others) and radar installations (model 24Y, and others), few of which were built. Plans for adding afterburners were canceled after a test aircraft suffered extensive damage to the wing and tail after the afterburners were lit.[29] An F2H-3P reconnaissance variant was proposed to replace the F2H-2P, but was ultimately not built.[23]

On 24 September 1953, production of the Banshee was ended following the delivery of 895 aircraft.[9] Under the 1962 unified designation system surviving F2H-3 and F2H-4 were redesignated F-2C and F-2D respectively. The F-2A and F-2B designations were never assigned, as the F2H-1 and F2H-2 had already been retired.[30] No Banshee flew under the new designations as the last examples were already in storage when the new designations came into effect.

Banshees on USS Coral Sea in 1955

F2H making a bombing run over Korea

The F2H-2 served during the Korean War with the US Navy's Task Force 77 and the Marine Corps. On 23 August 1951, a Banshee flew the type's first combat mission in the Korean theatre from USS Essex.[31] The F2H-2 initially proved its worth as an escort fighter for the USAF bombers supporting United Nations Command (UNC) ground forces, largely due to its favourable performance when flown at high altitude. The Banshee was able to demonstrate clear performance advantages over the Grumman F9F Panther.[19]

From mid-1950, the F2H-2 had negligible exposure to hostile aircraft over Korea, due to several factors. During the opening weeks of the war, the North Korean air force had been almost completely annihilated by UNC fighter units. Later, North Korea and its allies were unable to operate from airfields near combat zones in South Korea, forcing them to operate out of air bases in China. As a result of their air superiority throughout most of 1950, UNC squadrons were able to carry out ground attack missions instead, especially close air support and interdiction of North Korean army supply lines.[32]

The Banshee, like most naval jets of its generation, had a serious handicap. Naval air services, including the USN, had resisted faster, swept wing designs from fears that poor low speed flight characteristics made them unsafe to operate from aircraft carriers. Consequently, the Banshee was almost 100 mph (160 km/h) slower than the latest land-based fighters. Their obsolescence was reinforced by the introduction of the Mikoyan-Gurevich MiG-15 in November 1950. Most UNC air combat missions, such as patrols over "MiG Alley", were undertaken by North American F-86 Sabres of the USAF Far East Air Forces.[32] Consequently, F2H fighters operated most of the war beyond the range of enemy fighters.[32] Banshee pilots scored no victories, while three F2H-2s were lost to anti-aircraft gunfire.

The F2H-2P flew reconnaissance missions during the Korean War, primarily with the USMC. At that time of the war, surface-to-air missiles had not yet been deployed and few enemy aircraft had radar, while AA guns were ineffective against fast, high-altitude targets. Air defense was still largely visual, and so a lone high-flying F2H-2P was almost impossible for ground forces to shoot down. The aircraft was in demand for its invaluable battlefield photography. F2H-2Ps had USAF fighter escorts when in areas frequented by enemy fighters. Despite being deployed constantly throughout the war, only two F2H-2Ps were lost to radar-directed AA gunfire, and suffered no air-to-air losses.

The USN deployed the radar-equipped F2H-3 and F2H-4 for all-weather fleet defense after the Korean War as a stopgap measure until the swept wing Grumman F-9 Cougar and McDonnell F3H Demon, and delta wing Douglas F4D Skyray could be deployed. Later Banshee variants were only briefly on the front lines and saw no action. Similarly, the F2H-2P was superseded by the F9F-8P (later RF-9J) variant of the F9F Cougar and the F8U-1P (later RF-8A) variant of the Vought F8U Crusader as these aircraft became available.

During 1954, a Banshee flew coast-to-coast, nonstop without refueling, approximately 1,900 miles (3,100 km) from NAS Los Alamitos, California to NAS Cecil Field, Florida, in approximately four hours.[25]

During the Korean War, the US was concerned about the lack of intelligence available should there be a war in Europe involving the Soviet Union, in particular on the location of airfields. The US Navy's "Operation Steve Brody", with four F2H-2P photo reconnaissance Banshees were to fly from a carrier on routine maneuvers off Greece and fly north, photographing Russian territory bordering the Black Sea. In May 1952, this was presented to Secretary of Defense Robert A. Lovett, but Lovett canceled it.[25]

Later, during 1955, fears of a possible Chinese invasion of Taiwan led to Marine F2H-2Ps performing 27 overflights of possible Chinese staging areas without incident, escorted by Marine fighter Banshees based in South Korea.[25]

Three Royal Canadian Navy McDonnell Banshee fighters in flight

RCN Banshees overfly HMCS Bonaventure.

During 1951, the Royal Canadian Navy (RCN) drafted a $40 million deal for 60 new Banshees to replace its obsolete fleet of Hawker Sea Furies.[33][34] However, the purchase was not approved by the Parliament of Canada until 1953, by which point production of the Banshee had been terminated. Accordingly, the RCN acquired 39 second-hand US Navy F2H-3s for $25 million which were delivered between 1955 and 1958. They would be flown from HMCS Bonaventure or as NORAD interceptors from shore bases.

In order to improve the Banshee as an interceptor, the RCN equipped their aircraft with AIM-9 Sidewinder missiles. During November 1959, the RCN conducted sea trials of the Sidewinder, resulting in the successful downing of several remotely piloted drones.[35]

Although initially well-liked by its Canadian pilots for its flying qualities, the Banshee began to suffer from problems. The RCN would eventually lose 12 of its original 39 Banshees to accidents, a loss rate of 30.8%.[35] One Banshee and its pilot were lost after an inflight failure of the folding wing mechanism, and another Banshee suffered a brake failure and rolled off the carrier's deck into the ocean, drowning its pilot.[36]

Banshee utilization fell as the RCN shifted to anti-submarine warfare (ASW), which did not anticipate aerial attacks, and so there was little need for the Banshee under this doctrine. Also, due to the carrier's small size, there was no room to accomidate Banshees when Bonaventure was carrying enough Grumman CS2F Trackers to conduct around-the-clock ASW patrols, so it regularly operated without them.[36] The Canadian military was also under pressure to reduce its budget, and the obsolescent Banshees were expensive to maintain as their age, punishing carrier service, and the harsh North Atlantic, were taking their toll. Having been the only jet-powered carrier-based fighters deployed by the RCN, the last examples were retired without replacement during September 1962.[37]

Banshees were the primary aircraft of the short-lived RCN Grey Ghosts aerobatic team. The team's name was a play on the Banshee name and the RCN color scheme. The RCN was too small to dedicate aircraft for airshows, so the team flew available operational Banshees for each show.

Aside from the three former RCN Banshees that survive, RCN Banshees were cut up for scrap or burned in firefighting exercises upon their retirement.[35]

F2H-3

• BuNo 126334 – The Military Museums, in Calgary, Alberta.[46]
• BuNo 126402 – Shearwater Aviation Museum in Shearwater, Nova Scotia.[47]
• BuNo 126464 – Canada Aviation Museum in Ottawa, Ontario.[48]

F2H-2P at the National Museum of Naval Aviation

F2H-2

• BuNo 124988 – Flying Leatherneck Aviation Museum, MCAS Miramar, California.[49]
• BuNo 125052 – USS Lexington Museum, Corpus Christi, Texas.[50]
• BuNo 127693 – NAS Oceana Air Park at NAS Oceana, Virginia.[51]

F2H-2P

• BuNo 125690 – Pima Air & Space Museum, adjacent to Davis-Monthan AFB in Tucson, Arizona.[52]
• BuNo 126673 – National Naval Aviation Museum at Naval Air Station Pensacola, Florida.[53]
• BuNo 128885 – Howell Park in Baton Rouge, Louisiana.[54]

F2H-4

• BuNo 127663 – National Naval Aviation Museum at Naval Air Station Pensacola, Florida. Painted as F2H-3 126419.[55]

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