The Avro Canada CF-105 Arrow first flew in 1958, a high-performance interceptor with immense potential. However, it doesn’t appear on this list as it was famously canceled in February 1959.
Selecting the ‘Top 10 fighters of 1960’ is inherently a controversial exercise. Even with an impartial and data-driven process, opinions vary widely. Someone will inevitably feel their favorite aircraft, however unconventional or seemingly underperforming, was unfairly ranked or omitted.
This list presents my perspective, supported by narrative, drawing on personal experience flying some of these aircraft, and incorporating insights from seasoned contemporaries. I believe it provides a solid foundation for reasonable discussion on Cold War Fighter Aircraft of this pivotal era.
1960 marked a significant transition in jet aircraft development, moving beyond first-generation jets—primarily reliant on guns and rudimentary, often unreliable missiles—towards supersonic fighters capable of maneuvering and employing beyond-visual-range (BVR) missiles. The Korean War had concluded, and Vietnam was emerging as a major flashpoint. While the USA was supporting the South Vietnamese regime, significant airpower had not yet been deployed. Meanwhile, NATO’s primary concern was countering the Warsaw Pact’s nuclear bomber threat, deploying fighter bombers (FB) to potentially halt a large-scale mechanized invasion of Europe from the east.
The debate between BVR missiles and guns intensified, leading to curious design compromises. Some aircraft sacrificed maneuverability for increased weapons payload. The UK’s 1957 Defence White Paper drastically altered the landscape, eliminating many prominent projects and forcing defense industry consolidations. Surface-to-air missiles were heralded as the future, and the English Electric Lightning reportedly survived only because its development was too far along to easily justify cancellation.
The Soviet Union had absorbed lessons from the Korean War, despite officially denying direct involvement, and the Mikoyan-Gurevich (MiG) design bureau effectively capitalized on this. Given the USSR’s vast territory, their air defense strategy favored point defense of critical assets over area denial for interceptors. China also began negotiations to license build Soviet fighter aircraft.
The USA, meanwhile, saw numerous design teams and manufacturers generating research aircraft and prototypes. These aimed to meet sometimes conflicting Department of Defense requirements or pursued profit through unsolicited proposals. In the late 1950s, eight manufacturers produced 14 fighter types, but nuclear bombers remained the top priority, with air defense often receiving lesser funding. Many pure interceptor designs were ultimately adapted or redesignated as fighter-bombers.
European industries developed several innovative and effective designs for national requirements. However, financial considerations and NATO joint planning eventually led to reliance on US designs. Notably absent from this 1960 list is a strong European contender, the Dassault Mirage IIIC, which entered service with the French Air Force just after the cutoff in July 1961.
Europe was primarily concerned with a conventional Cold War incursion, while North America faced both the nuclear bomber threat and the potential for a hot war in Asia. These differing imperatives—point defense interceptor, strategic area defender against bombers, limited war fighter-bomber with offensive capabilities, or a combination—produced aircraft with varied characteristics. Some were specialized, others were versatile but perhaps less optimized, and a few became true classics among Cold War Fighter Aircraft.
Aerodynamic advancements, material science breakthroughs, and rapid developments in radar and weaponry all played critical roles. Radar-guided BVR missiles, early InfraRed (IR) seekers, beam riders, and Semi-Active Radar Homing (SARH) terminal guidance were all becoming factors.
The late 1950s and early 1960s represented a period of intense development for the next generation of fighters, evolving from earlier jet iterations to more sophisticated designs driven by perceived threats and combat experience. Aerodynamics, propulsion, sensors, and weapons saw dramatic improvements, although integration was often challenging. Many systems lacked seamless communication, and weapons employment was frequently imprecise or unreliable.
Missiles of the era were generally “hitiles” with small warheads and basic fuzing (initially impact, later proximity), but conceptually quite similar across different types.
Over 30 fighter types could be considered for 1960, but this list excludes design anomalies, prototypes, wishful thinking projects, and those that clearly underperformed. Aircraft must have actually entered service by 1960. The criteria used include utility, performance relative to peers, numerical capabilities, weapons systems, and any actual combat results available from the period. Some aircraft were nearing the end of their initial service lives, while others were brand new. A few “near misses” are discussed separately. The rankings are based on my objective values for: performance, sensors, armament, and the “eye test”—how it looked and whether I’d feel confident stepping into it. Fortunately, I’ve had the opportunity to fly three aircraft on this list. We will now explore these influential cold war fighter aircraft.
Exploring the Evolution of Fighter Aircraft: From the 60s to Today
10. Hawker Hunter F6
Arguably the most aesthetically pleasing among the selections, though likely the least powerful, the Hawker Hunter embodies the principle that “if it looks right, it probably flies right.” With a low Thrust-to-Weight (T/W) ratio of 0.56 and a light Wing Loading (W/L) of 252 kg/m², it was exceptionally easy to fly. Its primary role was a day-fighter interceptor, operating under clear conditions or with Ground Controlled Interception (GCI). The F6, delivered in October 1956, was a streamlined version without the drag-inducing tanks, pylons, or rocket rails of later models. It featured the distinctive ‘dogtooth’ leading edge to address high Mach number ‘pitch-up’ and was powered by the uprated Avon 203 engine. Armed with four quick-reload 30-mm Aden cannons, each holding 150 High Explosive rounds, it packed a significant punch. Firing the cannons produced a noticeable cordite smell in the cockpit and acted like deploying a spade airbrake, causing a significant speed loss.
The Hunter F6 demonstrated good energy retention during high indicated airspeed maneuvers, capable of exceeding 7g with ‘combat flap’ settings (15º or 23º) usable up to 350 knots. However, exceeding load limits with flaps extended could cause them to ‘blow in’, and a lack of tailplane pitch authority above Mach 0.9 with flaps down served as a reminder to retract them. An instantaneous maximum turn resulted in energy loss, although flaps improved low-speed turn rate, again at the expense of energy. A medium-speed turning fight was preferred if surprise could be achieved. Its strong engine acceleration allowed disengagement from combat, and supersonic speed was just attainable in a dive from medium altitude. However, outrunning a missile-armed opponent was not a viable tactic. The F6 was retired from day fighter operations in 1963, superseded by the English Electric Lightning, with many converted for the close support role as Hunter FGA9s.
It also achieved fame with the RAF Black Arrows formation aerobatic team, completing a 22-aircraft loop at Farnborough in 1958 and a 16-aircraft roll. Major Bill Beardsley, a USAF exchange pilot in 1959, described it as a blend of the F-86F and the F-100. A superb dogfighter with short-range weapons, requiring clear conditions, subsonic but undeniably beautiful and a joy to fly among the early cold war fighter aircraft.
9. North American F-100A/C/D Super Sabre (‘Hun’)
Conceived as the successor to the celebrated F-86 Sabre, the F-100A series, introduced to the USAF in 1954, featured conceptually advanced aerodynamics aimed at high-speed point interception with dogfighting capability. However, it was notoriously demanding to fly, requiring constant pilot input during maneuvers. It had a low T/W of 0.55 and a medium W/L of 352 kg/m². A significant handling issue was its tendency for high Angle of Attack (AoA) ‘pitch-up’ followed by unpredictable rolling into an aerodynamic departure. The engine’s gyroscopic effects during acceleration and susceptibility to compressor stalls were also problematic. Adverse yaw from the ailerons at low speed and high AoA caused opposite roll departure because the ailerons generated more drag than lift. John Boyd of Nellis Fighter Weapons School noted, “Only way to control the ’Hun’ at high ⍺ is rudder”. Despite this, he also stated it could fly “Severely supersonic” and was capable of intercepting the state-of-the-art B-47 strategic bomber at altitude, much to SAC’s chagrin. Despite its thrilling performance and four 20-mm cannons (200 rounds per gun), its challenging handling led to numerous accidents, prompting the USAF to begin phasing out the ‘A’ model in 1958, having already requested a fighter-bomber variant introduced in 1956. The ‘C’ model, with a yaw damper, pitch damper, and an uprated J57 engine partially resolving compressor stalls, was more docile and eventually equipped with AIM-9 missiles. It served in the FB and secondary fighter role in Vietnam from 1961, supplemented by the ‘D’ model, which itself faced initial development issues with its constant speed drive, electrical system, landing gear, and brake parachute. Early in Vietnam, a few kills against MiG-17s were recorded, but FB operations became its primary role, and engaging MiG-21s was generally avoided. The ‘A’ model saw brief re-appearances in USAF service during periods of heightened international tension, while the ‘C’ and ‘D’ models became successful exports to NATO partners. Both the USAF Thunderbirds (1956, F-100C/D) and USAFE Skyblazers (1956, F-100C) found it suitable for close formation display flying. Overall, it represented a significant, albeit challenging, advancement in the USAF’s fleet of cold war fighter aircraft.
8. Republic F-105B/D Thunderchief (‘Thud’)
Developed as a follow-on to the F-100 series, the Mach 2 capable, nuclear-delivery focused fighter-bomber entered service in 1958. Equipped with a 20mm M61 Vulcan rotary cannon and capable of carrying AIM-9 missiles externally, its design centered around internal carriage of a nuclear weapon for high-speed, low-altitude visual penetration. A respectable T/W of 0.74 provided excellent energy advantages when clean, and a reasonably high W/L of 450 kg/m² contributed to stability at low level, making it a steady weapons platform, though not particularly agile.
Conventional FB interdiction was a capability from the outset, with the ability to carry several tons of ordnance externally on up to four underwing pylons, multi-carriers, and a centerline tank. The swept wing design and powerful J75 engine were complemented by an area-ruled fuselage and forward-swept variable-geometry intakes designed to minimize transonic drag. The ‘D’ model, introduced in late 1960, enabled all-weather operations with the inclusion of the NAASAR R-14A search and ranging monopulse radar and ASG-19 Thunderstick fire control system (FCS), although its mission gradually shifted from nuclear to conventional roles in Europe. Both ‘B’ and ‘D’ models were plagued by initial serviceability issues, leading to a wry description of its early offensive capabilities as a “triple threat” – it could bomb you, strafe you, or fall on you. Despite this pessimism, its straight-line speed, powerful gun, and later AIM-9 capability contributed to numerous kills against MiG-17s in Vietnam, validating aspects of the design. However, “turning and burning” with MiGs was ill-advised, especially when heavily loaded. Disengaging, jettisoning external stores, and re-entering the fight at speed became a popular tactic, capitalizing on its +8.67g limit when clean.
Republic F-105B-6-RE (S/N 54-0111) take off. (U.S. Air Force photo)
Front view of Republic F-105B with avionics layout. (U.S. Air Force photo)
Loss of control due to spins, complicated by swept wing adverse yaw in maneuvers, required deliberate pilot input for recovery. Recovery was usually immediate, assuming sufficient altitude, which was often lacking in the European theatre but became more common during medium-level operations in Vietnam. Spin recovery was sometimes grimly viewed as merely providing “a stable platform from which to eject”.
Perhaps less fondly remembered is the F-105 flypast during a Vietnam dedication ceremony at the USAF Academy, which resulted in significant damage from broken windows. The Thunderchief also flew six displays with the USAF Thunderbirds in 1964 before an over-stress accident forced a return to the F-100. Undoubtedly an FB workhorse remembered fondly by its pilots, it performed reasonably well against the MiG-21 during Project HAVE DOUGHNUT, reinforcing the importance of mutual support and the adage “speed is life”—but it was not designed for a turning fight among cold war fighter aircraft.
7. Lockheed F-104A Starfighter
Formation of two Lockheed F-104A-15-LO (S/N 56-0769 and 56-0781). (U.S. Air Force photo)
Designed by Clarence ‘Kelly’ Johnson at Lockheed, Burbank, California, the F-104 was envisioned to surpass the MiG-15 and was marketed as “the missile with a man in it”. The design prioritized simplicity and lightweight construction for maximum climb and speed. Indeed, it could achieve Mach 2.0 with a loaded T/W of 0.76 and a high W/L of 510 kg/m².
Entering service in 1958 equipped with a 20-mm M61 Vulcan cannon and wingtip AIM-9B missiles, it saw action that same year in the Second Taiwan Strait Crisis. An earlier engagement saw a Taiwanese F-86 lose an AIM-9 that failed to detonate but lodged in a MiG-17’s fuselage, allowing it to be recovered and reverse-engineered into the Soviet K-13 (Atoll). The USAF 83rd Fighter Interceptor Squadron was detached to support Nationalist Chinese forces against the People’s Republic of China over the disputed Quemoy and Matsu islands. Highly visible “flag waving” patrols were conducted along the Taiwan Straits and directly towards the Chinese mainland. By October, a ceasefire was signed, and the F-104s were withdrawn.
The aircraft was optimized for performance above Mach 1.2 at altitude. Used for surprise ‘hit and run’ attacks, it could be a formidable opponent, but it was vulnerable if drawn into a turning fight. At low level and high indicated airspeed (600 knots), it was particularly challenging.
Despite its impressive interceptor performance and an AN/ASG-14T1 radar with 20-mile ranging and 10-mile tracking capability, it suffered from short range, outdated avionics, and an occasionally unreliable early J79-GE-3B afterburner. Worse, early versions featured the dangerous Stanley C-1 downward-firing ejector seat. After several fatalities, the C-2 upward-firing version was installed.
Take-off and landing speeds were high, often near nose wheel retraction or approach limits, with additional speed increments required for fuel, crosswind, stores, and gusts. The boundary layer control system mandated a minimum power setting above 82%, necessitating a shallow approach. Reducing power significantly on approach caused a sudden loss of lift, leading to numerous undershoots and ejections. While powerful brakes and a drag chute helped reduce landing roll-out, they weren’t always sufficient, reinforcing the need for the NATO standard 3km runway in Europe.
Nevertheless, there was a ready overseas market for an interceptor/nuclear fighter-bomber under the Military Aid Program. Germany, Belgium, The Netherlands, Canada, and Italy joined a consortium for licensed production (amidst later-discovered questionable financing arrangements), and the type saw widespread use. The USAF transferred its ‘A’ models to the Air National Guard (ANG) after less than a year, opting for longer-range fighters with heavier weapons payloads. With blinding speed, a low visual profile, and missiles, things were clearly progressing in cold war fighter aircraft design. The F-104’s brief prime with the USAF was memorable, and it continued to serve various allies for many years.
6. McDonnell F-101A/B Voodoo
McDonnell F-101A (S/N 53-2425) from Bergstrom Air Force Base, Texas. (U.S. Air Force photo)
Initially designed for the bomber escort role for SAC, which was canceled after the Korean War with the advent of the jet-powered B-52, the elegant single-seat ‘A’ model was quickly repurposed as a long-range nuclear-capable fighter-bomber for Tactical Air Command (TAC). It entered service in 1957 powered by two J57-P-13 engines. A T/W of 0.74 and a high W/L of 610 kg/m² made it stable and reasonably maneuverable at 6.33g, with good speed performance at altitude (Mach 1.52). Its large internal fuel capacity allowed for flights exceeding 4 hours. It was equipped with the Low Altitude Bombing System for nuclear weapon delivery, an FCS, and four 20-mm M39 revolver type cannons. Offensive weapons included the Mk 28 nuclear bomb and other variants.
Like many swept-wing fighters of the era, it suffered from high AoA ‘pitch-up’ which was never fully resolved and was described as a “monumental challenge” for pilots. Conversely, it was also hailed as a “superlative” aircraft by pilots who nicknamed it the “One-Oh-Wonder”. General Robin Olds even formed a 5-aircraft F-101C display team at RAF Bentwaters in 1964, an act that earned him a grounding for bypassing official channels. ‘A’ model production was limited to 77, with a further 35 built as the pragmatic two-seat RF-101A reconnaissance version.
Robin Olds with his F-101.
Meanwhile, the USAF continued seeking an interceptor with extended range, high speed, and significant payload. The redesigned ‘B’ model entered service with USAF Air Defence Command (ADC) in 1959, powered by the uprated, more reliable J57-P-55 engines. It was developed to address the F-100’s daytime intercept difficulties, the F-102’s shortcomings in the all-weather role, and the F-104’s limited endurance and weapons payload. The ‘B’ model incorporated a second seat, a Hughes MG-13 FCS (borrowed from the F-102), removed the cannons, and featured a rotating belly door housing four GAR-1 or 2 (AIM-4A or B) Falcons in optional SARH or IR modes. The operational tactic involved firing an IR missile first, followed by an SARH missile. From 1961, some ‘B’ models could carry the AIR-2 Genie nuclear missile. A total of 479 ‘B’ models were built, including Canadian variants.
Success is relative, but the F-101 continued in USAF air defense service for another 12 years, followed by a decade with the ANG. Ongoing in-service modifications and weapons upgrades ensured the F-101 remained a backbone of supersonic all-weather air defense, complementing the F-106 in ADC. It was fast, all-weather capable, and heavily armed—a significant leap forward in cold war fighter aircraft capabilities.
5. Convair F-106A Delta Dart
National air defense budget priorities competed fiercely with SAC nuclear deterrence throughout the 1950s (B-47 entered service in 1951, B-52 in 1955). However, the all-weather bomber interceptor consistently ranked high in procurement lists. Frequent “failures” in this role were often repurposed into the FB role for NATO, the Military Aid Program, or politically aligned nations. Thus, when the F-106 entered service in 1959 as a refinement of the F-102, skepticism existed, partly due to early engine and avionics development issues. However, Convair’s design proved sound. With a T/W of 0.71 and a low W/L of 250 kg/m², it was fast and highly maneuverable, demonstrating agility at low and medium speeds. It also provided clear, light buffet warnings before impending high AoA oscillations. The fuselage was ‘area ruled’ for aerodynamic efficiency, and with a J75-P-17 engine, it easily achieved Mach 2+ at altitude, making ‘super cruise’ (supersonic flight without afterburner) a reality. Vertical maneuvering in visual combat was very effective, as was the ‘blow through’ weapons pass tactic. Convair ultimately built 277 ‘A’ models. Yet again, during USAF procurement, pilot safety concerns were sometimes overlooked; ejector seat designs were initially woefully inadequate, focused more on low-speed ejection than the high-speed requirements of the F-106. Two early Weber Aircraft Corporation seats proved inadequate for both regimes, leading to 12 fatalities before a rocket-catapult ‘zero-zero’ seat was installed.
Doctrinally, it initially lacked guns or external weapons carriage, relying instead on an internal weapons bay capable of holding four AIM-4 A or B (GAR1 or 2) Falcons, or a mix including an AIR-2A Genie unguided nuclear rocket. This configuration armed it well for its designated role. Utilizing the Hughes MA-1 weapons control system in conjunction with the Semi-Autonomous Ground System (SAGE), intercepts were significantly simplified. The combat philosophy became “get there the firstest with the mostest“. Two supersonic 360 US gallon tanks could be carried underwing, and a gun was later fitted to subsequent versions.
The aircraft performed admirably during Project HAVE DRILL against a captured MiG-17F Fresco (YF-114C) in the late 1960s and during Project HAVE FERRY against a second MiG-17F (both originally Polish-built Lim-5s exported to Syria). It remained in ANG service until 1988. The F-106 could be considered the “Last Starfighter” that truly delivered on its interceptor promise. It was exceptionally fast, capable of turning, benefited from ground assistance for intercepts, and carried a usable internal weapons payload—a top contender among dedicated interceptor cold war fighter aircraft.
4. Mikoyan-Gurevich MiG-19P/PM (NATO ‘Farmer’ B/E)
“The engines were powerful enough to get you out of a bad situation and the acceleration they provided was excellent, especially with afterburners. “There were quite a few bad qualities but the worst, in my opinion, was the thick wing which made transonic speeds (just short of Mach 1) very rough to ride through and almost uncontrollable, although it employed ‘short arm’ and ‘long arm’ technology to cater for it. In three words: “Challenging – Powerful – Fun” – Wg. Cdr. Irfan Masum (Rtd), MiG-19 pilot (full interview here)
Introduced to startled NATO military attachés on July 3, 1955, during a 48-MiG-19 flypast by Soviet Air Forces (VVS) at the Tushino Airshow in Moscow, the Mikoyan-Gurevich OKB-155 MiG-19 was designed for greater range than the MiG-15 or 17, level supersonic flight, and an all-weather radar interception capability. A T/W of 0.85 and W/L of 300 kg/m² promised speed and maneuverability, but typical of early Soviet designs, there were challenges. Development was inconsistent, requiring engine afterburner improvements to achieve supersonic speeds and address issues like the rear fuselage catching fire or fuel tanks exploding. The bane of swept-wing designs, high AoA departure into a spin due to adverse yaw, was prevalent, necessitating very large wing fences and a lower, all-moving ‘slab’ tailplane for supersonic control. It reached Mach 1.35 with a ceiling above 55,000 ft, respectable performance for the era. It had a 6g instantaneous turn capability and was agile at medium and low altitudes, though less effective in a sustained turn. This agility was demonstrated in Vietnam, where the Vietnam People’s Air Force (VPAF) and People’s Liberation Army Air Force (PLAAF) Shenyang J-6s (day-fighter variants with three cannons) achieved six gun kills against US aircraft. With ample power, fighting ‘in the vertical’ was the early MiG-19’s strength. However, the Pakistan Air Force (PAF) later found that the Mirage IIIEP (one of the “near misses”) was more successful in turn-fights, forcing the MiG-19 to rely on its speed and missile threat upon re-entering combat.
The ‘P’ model was fitted with the RP-1 Izumrud (NATO ScanFix) radar, with a scan range of 7 km but no lock-on capability. The later RP-5 Izumrud increased range to 12 km and offered auto lock-on out to 4 km, likely using one of the first Track-While-Scan (TWS) modes, earning the NATO designation ScanOdd. Initially armed with two 23-mm NR-23 cannons in the wing roots (75 rounds per gun), these were later upgraded to 30-mm NR-30s (75 rounds per gun). Pylons were added for unguided rocket packs and ‘5g’ fuel tanks under each wing, which could be jettisoned for combat. This configuration was quickly (by Soviet standards) modified to carry two Vympel NPO K-13 (AA-2 Atoll) missiles after the reverse-engineering of the captured AIM-9 from the ‘Taiwan incident’.
Natural evolution led to the MiG-19PM (NATO Farmer-E), where the cannons were removed (possibly mirroring a USAF trend or due to the poor SRD-3 Grad gun sight) and replaced by up to four Kaliningrad K-5M (NATO AA-1 Alkali) missiles. Two underwing fuel tanks could replace missiles on ‘wet’ pylons.
Numerous interceptions of NATO reconnaissance aircraft by PVO Strany (Anti-Air Defence of the Nation) occurred in the late 1950s. The first U-2 sighting appears to have been in 1957, and at least one MiG-19 was involved, possibly shot down accidentally, during the Gary Powers U-2 incident on May 1, 1960. The MiG-19 and its pilots were developing a “cavalier” reputation, shooting down an RB-47H in international airspace over the Arctic in July the same year. As an all-weather interceptor capable of defending itself while managing limited fuel, the MiG-19 was undoubtedly successful, evidenced by its combat history and export orders. Although never flown by the Tonopah Red Eagles, a J-6 (Chinese MiG-19) underwent exploitation under Project ‘HAVE BOAT’ in Taiwan in 1970. Contemporary assessments suggest that against Western opponents in Asia, it performed better than a missile-equipped F-100, offering power and a significant punch among cold war fighter aircraft.
3. Mikoyan-Gurevich MiG-21F-13 (NATO Fishbed C)
“The MiG-21 was the result of continuous Mikoyan-Gurevich OKB-155 development and research looking for a combination clear airmass point interceptor/air superiority fighter design in one airframe to compliment the MiG-19 series all-weather interceptor. The first generation MiG-21F (‘Forsirovannyy’ – uprated) was introduced to PVO Strany in 1959, and the F-13 model, signifying Vympel K-13 (NATO AA-2 ‘Atoll’) missile carriage, entered service a year later. This was an unusually fast Soviet air-to-air weapons philosophy change, airframe integration and missile manufacture, undoubtably driven by the ‘Taiwan incident’ (see above – there’s a lot for the USA to answer for in that fuzing failure).
The aircraft had mid-mounted delta wings with small square tips which was excellent for climb but an energy absorber in prolonged hard turns up to 7g (6g with C/L tank) causing speed ‘bleed off’ but reducing the turn radius. Small training edge high lift devices ( 3 position flaps – up, take-off, land) caused high landing and T/O speeds. A relatively low power Tumansky R11F (R-25)—300 turbojet with AB in the slim body, which had been a serious design consideration, was regulated for supersonic flight by an automatic 3 position inlet cone with manual back-up. It had a slow ‘spool up’ from low power (14 secs idle to full mil) and the AB only lit once 100% RPM was achieved. The fuselage has a small belly fin under the rear section to assist yaw stability and a large dorsal spine flush with the bubble canopy reducing rearward vision and limited vision over the relatively long nose. The tail fin sweeps back and is tapered with a square tip. This produced a T/W of 0.76 and W/L of 425Kg/m², a mid range combination similar to the F-101 or F-104 but of course T/W improved rapidly as fuel was used. Mach 2.05 was achieved up to 58,000ft but it was only supersonic above 15,000ft due transonic drag in thick air. Reports of the precise fuel capacity vary but the answer is ‘not much’, approx 2000kg (2500L) internal fuel in poorly placed tanks ahead of the CG caused handling problem and reduced airborne time to 45minutes. A C/L 400L or 490L tank was added to assist CG control and add endurance, attempting to resolve an inherent full flow issue exacerbated by manoeuvre and variable engine compressor tank pressurising air.
An SRD-5ND Kvant ranging radar was fitted, the ubiquitous Sirena-2 radar warning receiver (RWR) a Gorizont GCI link and an ASP-5ND optical ‘iron’ gunsight. Originally fitted with 1 x NR-30 and 2 x NR23 cannons with only 60rpg, the ‘F’ version dispensed with the 2 x NR 23s and gained 1 x K13 ‘Atoll’ on each inboard pylon. Hit and run or ‘blow through’ tactics soon became the norm but required GCI, clear airmass or ‘smokey’ target engines ( F-4 ).
An interesting and amusing ejection system was installed initially where the forward hinging canopy acted as a blast deflector for the final portion of the pilot’s departure up the seat rails, disengaging from the seat before parachute opening.
This early MiG-21 ‘does what is says on the tin’ was nimble, tight-turning, with a twenty minutes endurance with burner, small and very difficult to see or acquire on air-to-air radar. It had limited speed below 15,000ft and excellent operational capability above. Adequate ‘buffet warning’ was available at high ⍺ and the best manoeuvre speed was 460-540kt. Described as ‘light, agile, beautiful to handle even at low speed’ it is the most built supersonic jet fighter ever – 11,496 a complete era in itself – the veritable Kalashnikov of fighters.
On 16 Aug 66 an Iraqi defector presented an aircraft to Israel and the US Defense Intelligence Agency, Foreign Technology Division, TAC Project ‘HAVE DOUGHNUT’ produced a Comparisons Report (unclass) covertly designating it the YF-110. Despite their confusion over whether they had assessed a 1962 MiG-21F-13 (Fishbed C – likely) or a MiG21-PF/PFS
(Fishbed E – unlikely), it concluded that the aircraft “has an excellent operational capability in all flight regimes” with minor caveats. It is undoubtably well worth a place on the podium among remarkable cold war fighter aircraft.
“It’s completely a manual aeroplane, with very simple systems. If one masters it, this aircraft can manoeuvre better than most modern aircraft, provided it is flown by someone who has mastered the aircraft. Being a manual aircraft, safety needs to be observed as it is not ensured by inherent safety features and design features of a modern aircraft. In a MiG-21, being an older generation aircraft, sometimes this thin line has been transgressed by a few good men inadvertently and I lost some of my friends.” – Group Captain MJA Vinod, full interview here.
2. English Electric Lightning F1
Developed from a 1947 British industry private initiative for a Mach 1.5 fighter design by ‘Teddy’ Petter (Canberra, Folland Gnat), later refined by ‘Freddie’ Page (TSR2) and Ray Creasey, the English Electric P1 first flew on August 4, 1954, piloted by ‘Rolly’ Beaumont. The P.1 featured an innovative ‘stacked’ engine configuration, providing twin-engine thrust with the drag penalty equivalent to only 1.5 engines. Named ‘Lightning’ in 1956, its primary mission was defending UK ‘V’ bomber bases against Soviet nuclear-armed bombers. Performance emphasis was placed on rapid climb rate and speed over range, anticipating very short timelines from radar detection to interception. A range of 150 nautical miles from airfields was specified, with bases naturally positioned towards the UK’s East coast. It survived the policy shift towards an all-missile defense outlined in Duncan Sandys’ 1957 Defence White Paper, perhaps because it was already a fully integrated weapons delivery platform or simply too complex and costly to cancel at that stage.
The ‘small fin’ F1 had a T/W of 0.78 and was rated at 3.0g above Mach 1.6, a powerful and agile combination for the era. It was armed with two 30-mm Aden revolver cannons (120 rounds per gun) positioned ahead of the cockpit. An optional interchangeable belly pack could carry 48 x 51mm (2 inch) unguided air-to-air rockets or provide space for an additional two Aden cannons. Two Firestreak passive IR missiles were carried on fuselage stub pylons. The radar was the Ferranti AI-23 ‘AIRPASS’ monopulse set, featuring automatic tracking and ranging for all weapons, integrated with a gyro gunsight. The Firestreak missile was notably larger than the AIM-9 Sidewinder, K-13 Atoll, or AIM-4 Falcon, primarily due to a much larger annular blast fragmentation warhead (22.7 kg), though with similar range and speed characteristics. Missile aerodynamics and engines were progressing along similar lines globally at this time. The Firestreak, however, was a maintenance challenge, involving toxic motor propellant and ammonia seeker head cooling bottles within the launch shoe. Target acquisition and successful launch were sensitive to various natural phenomena like cloud cover, sun glare, sea reflections, and Outside Air Temperature (OAT), meaning a radar lock did not guarantee a successful missile shot.
Formal entry into RAF service occurred in May 1960, with No. 74 Sqn ‘The Tigers’ forming at RAF Coltishall in July. Further F1s, incorporating improved avionics, radar, and in-flight refueling capability, were delivered to two additional squadrons later in the year, designated F1A. Unfortunately, the ‘over and under’ engine configuration within a tightly packed fuselage was prone to leaks onto the lower engine, resulting in numerous aircraft losses due to fires. It suffered from short range but offered astonishing performance. For 1960, it was well-armed, boasted a remarkable rate of roll (approaching that of the Folland Gnat at 420°/sec), an excellent turning radius, and rapid acceleration. However, it was critically short on fuel from the moment of take-off!
The Lightning’s introduction was highly successful, after initial engineering familiarization. In 1961, No. 74 Squadron was designated Fighter Command’s aerobatic team, performing with nine aircraft, including a display at the SBAC Show at Farnborough that year.
Deke Slayton (USAF Test Pilot and Mercury Astronaut) flew it in 1958, stating, “The P.1 was a terrific plane, with the easy handling of the F-86 and the performance of an F-104. Its only drawback was that it had no range at all. . . Looking back, however, I’d have to say that the P.1 was my favourite all-time plane.” Reliably described as flying like a Hunter but with immense power, though feeling like constant pre-stall buffet at 5g in maneuver, it was essentially a manned rocket with weapons – a truly unique and powerful entry among cold war fighter aircraft, well deserving of second place.
1. Saab J35A Draken
Avoiding a list solely focused on NATO versus Warsaw Pact competition, our top choice hails from a neutral country and was developed as a purely national self-defense initiative. Designed in response to a 1949 Swedish Air Force requirement for an all-weather fighter capable of intercepting high-altitude transonic nuclear-armed bombers and engaging other fighters, Erik Bratt at SAAB led the team. Their proposal featured a single-pilot, single-engine delta wing aircraft capable of supersonic performance, designed for operation from austere runways and simple servicing by conscripts (under the BASE90 dispersed airfield scheme). The design aimed for a top speed of Mach 1.7. A radical ‘double delta’ planform was conceived to optimize performance at very high speeds, accommodate required fuel and weapons load, and achieve short runway capabilities. The J35 (‘Jaktflygplan’ – pursuit aircraft) ‘Draken’ (Dragon or Kite – depending on translation) had a T/W of 0.7 and W/L of 230 kg/m², making it powerful, relatively light (12T), and quite agile. It was powered by a license-built Rolls-Royce Avon 200 series engine (RB6B) with an indigenous Ebk65 afterburner and carried 1,800 kg of internal fuel. Later ‘Adam’ models featured a more powerful engine and longer afterburner, necessitating ‘dolly wheels’ under the tail (distinguishing ‘kort’ short and ‘lång’ long variants). Lacking a conventional tailplane, it used elevons inboard, with maneuver limits set at 7.0g. It entered service in March 1960 with Fighter Wing 13 at Norrköping. Export orders followed to other Scandinavian countries and eventually, second-hand, to Austria.
The initial radar installation was an analogue PS-02 (derived from Thomson-CSF Cyrano I) single-pulse radar capable of target detection, tracking, and weapons solution calculation, including gun sight solutions, with ground mapping capability by Ericsson. An automatic ‘Stril 60’ GCI control link was not fitted at this early stage. Standard armament included two 30mm Aden cannons (90 rounds per gun) in the wing roots, two Rb 24 (license-built AIM-9B) missiles under each wing, and a ‘wet’ centerline pylon for a 420 kg fuel tank.
High AoA maneuvering could induce a form of ‘pitch-up’ or ‘super stall’, but this was recognized as controllable and even led to the development of a form of ‘Cobra’ maneuver (‘kort parad’ – short parade or ‘short show’). This is possibly the origin of the Top Gun tactic of using an airbrake/pitch-up to cause an opponent to overshoot. The airframe was limited by AoA (15° OK, 22° critical) in maneuvering rather than G-force (structural limit +12g).
Despite its primary interceptor design, the Draken was more than adequate as a dogfighter and has been described as a more robust Mirage III with superior radar and runway performance. Overall, it offered excellent performance—very stable and easy to fly, with a high roll rate and good instantaneous turn capability. Like all swept-wing aircraft, however, speed bled off in continuous minimum radius turns. It demonstrated Mach 1.8 up to a maximum altitude of 66,000 ft and approximately 720 knots at low level. It was more capable, faster, had better avionics (for the time), gun sight, and pilot visibility, carried more armament, and had better endurance for its size than any contemporary airframe. In comparison, the MiG-21F-13 was faster and arguably more agile at high altitude but suffered from poor avionics and weapons integration and limited visibility.
As a testament to its unusually docile yet potent performance envelope, the civilian US National Test Pilot School purchased six aircraft for their curriculum. An RAF pilot on exchange with the RDAF described it as a “supersonic hunter with benefits”. Notably, operating from a neutral country, it boasted a perfect combat record. In my view, the Saab J35A Draken stands out as the most advanced and capable cold war fighter aircraft to enter service by 1960, a truly worthy winner.
This selection traverses a spectrum of cold war fighter aircraft designs from the gun-armed, subsonic, clear-airmass day fighter like the Hunter, through the continuously evolving US ‘Century Series’, the cost-effective mass-produced models from the MiG Design Bureau, and the English Electric’s powerful ‘Gentleman’s Fighter’, to the heavily armed, supersonic, all-weather dogfighting ‘Scandi’ Draken. These aircraft represent completely different design philosophies and configurations, each aiming to achieve superior combat performance under widely varying geographical and strategic requirements. The primary limiting factors were invariably technological – aerodynamics, propulsion, avionics, and missiles – with finance, politics, or pilot interface occasionally playing a role. Despite these constraints, all these aircraft saw more than 20 years of service in their original or later forms, and some are still operational today. The progression in capabilities through this list is evident. While arguably not the single greatest period of fighter design history, the foundations laid by these aircraft were crucial for startling generational developments that followed. As capabilities grew and improved, industrial espionage, reverse engineering, inspired innovation, and pure experimentation drove manufacturers to build the next dominant fighter or effective national air defender. These ten aircraft set key standards for the next iteration of comprehensive air defense platforms or specialized fighter-bombers.
Suffix – Notable Near Misses
A few other fighters came very close to selection, warranting an explanation for their exclusion. In alphabetical order:
Dassault Mirage IIIC
Mirage IIIC – the one that got away? Designed as a radar-equipped single-seat interceptor with two guns, two missiles, and pylons for air-to-ground weapons, it entered service with the French Air Force in July 1961, just after our 1960 cutoff. It remained in service for 27 years and was highly successful as an export aircraft. It was supersonic, capable of turning despite its delta configuration, and offered all-weather capability with its Cyrano radar. The Hush-Kit Book of Warplanes will feature the finest cuts from Hush-Kit along with exclusive new articles, explosive photography and gorgeous bespoke illustrations. Pre-order The Hush-Kit Book of Warplanes here.
McDonnell Douglas F-4 Phantom II
Pre-order volume 2 here. Originally designed for the USN’s all-weather carrier interceptor role, it was adopted by the USAF under a Defense Secretary mandate for unified fighter procurement, with added FB capability. An evolution of the F-3H Demon design aimed at increased range, better performance, and weapons carriage, it reached the USN Fleet Replacement Air Group on December 30, 1960 (likely a paper transfer) and was on a deployable squadron by July 1961. A consummate performer, it would dominate many ‘best of’ lists for decades to come but wasn’t fully operational in a deployable squadron by the 1960 cutoff. Interview with F-4 Phantom II pilot here.
Vought F-8A Crusader
A carrier-based air superiority fighter that replaced the F-7U Cutlass in December 1956 through the incremental ‘step improvement’ procurement method common at the time. A single-engine aircraft featuring a revolutionary ‘variable-incidence’ wing to assist carrier landings, it was initially equipped with four unreliable guns and a belly tray of unguided rockets, which were soon removed. It was hardly a success upon arrival. Limited to daytime clear airmass operations and plagued by a considerable mishap record, it required continuous development with the addition of fire control radar and missiles on stub pylons to become a reasonably effective ‘bomb truck’ by the mid-1960s. Interview with Crusader pilot here.
