The accident rate was so high that as many
as 33% crashed. Between 1959 and 1974,
21 F-100Ds and ive TF-100Fs were written
off. This rate of attrition inevitably led to a
deterioration in the combat readiness of
the squadrons. Replacement aircraft – 14
F-100Fs – were received from the US in
- However, prior to this there were two
signiicant groundings of Danish F-100s – the
irst in 1966 was down to problems with the
engine compressors.
Two crashes in the summer of 1977 led to
a second grounding. These were traced back
to a malfunction in the aircraft’s fuel bypass
system which reduced the low of fuel. The
engine produced less power and acceleration
and there was excessive vibration. The
Super Sabres were operational again on
October 13, 1977.
Captain Henrik Zetterquist lew the Hun
with Esk 730, and recalls the aircraft’s
problems: “The high accident rate with the
F-100 was, in my opinion, due to several
reasons. The main one was its role as a
ighter-bomber living a life at fairly high
speed and close to the ground. The same
thing happened to the GAF [Luftwaffe] with
its F-104s in a similar role.
“Also, the F-100 had more or less all the
aerodynamic peculiarities an aircraft can
possess; and lastly, the J57-21A engine,
although very dependable, had its periods
with bearing problems. However, those of
us who lew the Hun, all loved the stable
platform, spacious and well-arranged cockpit
and the performance of the aircraft. I would
not have missed one hour in the F-100.”
TRAIN HARD, FIGHT EASY
The main areas of operation for the RDAF
F-100s were North West Germany and the
Baltic approaches. Initially they divided
their time equally between these areas of
responsibility, but gradually the focus shifted
from attacking targets in the east to defending
against Warsaw Pact invasion by sea in the
north. The demands of the mission required
regular and intense training. The wartime
targets of the F-100s ranged from airields
and SAM missile complexes to shipping.
Captain Hans Fenneberg was the
weapons officer with Esk 730. He had
speciic thoughts about how realistic
training should be achieved. In an article
entitled Jagerbomberpilot I 1970’erne
(Fighter-Bomber Pilot in the 1970s),
published in a book commemorating 60
years of the Royal Danish Air Force, he
wrote: “My philosophy was ‘train for combat’.
What was expected to happen on a real
wartime mission should be accounted for in
training: ‘Train hard, ight easy’.
“I argued for more realistic training like, for
example, having the correct depression in the
sight for the simulated weapon and, since the
training missions were lown without actual
weapons, all switches in the cockpit should
be set up as if there was actual ordnance.”
As part of their training for operations
against land-based forces in the east, Hans
and his team at Esk 730 came up with a
system of mass attack by the F-100s. “In
order to satisfactorily attack the enemy’s
larger airields and targets we devised an
attack proile using eight to 12 aircraft,” he
said. “We practised this strategy frequently.
We started from an initial point (IP) where
we split into two or three lights and lew
carefully timed co-ordinated attacks from
different directions; using lat, medium and
high angles of attack, dropping 48 ironbombs in two minutes. It was good to be the
lead in such an attack: pulling up, rolling in,
inding a good target; then pulling the trigger
at the correct height, speed and dive angle.
Then, back home for a debrief, coffee and
re-arming for the next sortie.”
At the rear of the formation two of the
F-100s, called ‘dogs’, had an air defence
role. Armed with cannon and AIM-9
Sidewinders, in addition to two bombs
each, they would engage any attackingighters, thereby enabling the main light
to proceed to the target unmolested.
Alternatively, the ‘dogs’ would join in the
attack and drop their ordnance.
One of the most important exercises in
the F-100’s year was the annual weapons
training at Oksbøl. During this, the ‘dogs’ of
Esk 730 were given a different role. Hans
Fenneberg recalled: “On one occasion I
got the opportunity to spend a day in the
control wagon of a Hawk [Raytheon MIM-23
Hawk] surface-to-air (SAM) missile battery;
then afterwards to go out onto the dunes
to observe the results of the tactics we had
developed against the Doppler-based radars.
“The idea was that the main formation
would approach the battery to within
shooting range. The ‘dogs’ turned directly
toward the battery, maintaining a high
speed until they saw a SAM, which I had to
simulate by shouting ‘launch’ on the radio.
They then pulled 7G in a 90° turn, lew
straight ahead for 10 seconds again, turning
hard against the SAMs and into the battery,
while the SAMs acquired a Doppler lock.
“The lock would be broken when the ‘dogs’
broke perpendicular to the Doppler line-of-
sight. The impotent Hawk battery was then
attacked with cannon or folding in rockets;
while the other aircraft in the formation pulled
up to strike the, now unprotected, main target.”LOSSIEMOUTH
Regular exchanges took place between
the RDAF F-100 squadrons and other
NATO units. One was at Lossiemouth
in Moray, Scotland which was operated
by the Royal Navy until 1972, when it
returned to RAF control. The RDAFhttp://www.aviation-news.co.uk 79
A TF-100F of Esk 727. It was one of the irst batch of two-seaters delivered to the RDAF in mid-
1959, but unfortunately crashed on February 21, 1973. via Robbie Robinson“those of us who
flew the Hun, all
loved the stable
platform, spacious
and well-arranged
cockpit and the
performance of
the aircraft.”
Forty-eight F-100Ds were operated by Denmark. This example, G-779, was assigned to Esk 730
at Skrydstrup. Robbie Robinson