Key Points and Summary – While iconic successes mark aviation history, it is also marred by spectacular failures.
-This expert ranking details five of the worst fighter jets ever to take to the skies.
-The list includes the Soviet Su-7, a fast but dangerously unreliable jet; the American F-102 Delta Dagger, a supersonic interceptor with a horrific safety record; and the Soviet MiG-23, a “stinker” that was outclassed by the very plane it was meant to replace.
-Also featured are the Vought F-7 Cutlass, a “Gutless” naval experiment, and the Soviet Yak-38, a failed attempt to copy the Harrier jump jet.
5 Worst Fighter Aircraft in History
The development of fighter aircraft has progressed rapidly in the past 100 years. The slow, open cockpits of the primarily wood and canvas biplanes have given way to the sleek, supersonic, advanced jet fighters of today.
However, amidst all that progress, there were hiccups along the way, and not all of the developed aircraft were successful. Quite a few duds mixed in with the iconic aircraft of each era.
So, here, we’ll try to mix in some of the worst fighters of the jet aircraft era. The Soviet Union and the United States are well represented here, as the Cold War arms race was the cause of five of the worst jet fighters in history.
These are listed in no particular order.
Sukhoi Su-7
The Sukhoi Su-7 (NATO designation name: Fitter-A) is a swept-wing, supersonic fighter aircraft developed by the Soviet Union in the mid-1950s.
During the Korean War, the Soviets developed the impressive MiG-15, which dominated the skies until the F-86 Sabre jet emerged, turning the tide of the air war over North Korean skies.
The Su-7 was designed as the Soviet Union’s answer to the F-86. The aircraft was fast, powered by a single Lyulka AL-7F-I turbojet engine that pushed the Fitter A to 1,056 mph at 40,000 feet and 791 mph at sea level.
However, its speed wasn’t the answer for everything. The engine performed poorly in its role as an air-superiority fighter, and it was unreliable. Another issue was the thin, highly swept wings, which made it difficult to handle at slower speeds, especially at low altitudes and during landing. The Su-7 required a longer runway.
The cockpit visibility was awful, making the pilots’ job even harder. The range of the Su-7 was inadequate, necessitating the addition of drop tanks to extend its capabilities. The Soviets later converted it into a fighter-bomber, where it served for a long time.
Convair F-102 Delta Dagger
The Convair F-102 Delta Dagger, part of the “Century Series,” was America’s first all-weather supersonic jet fighter, and the first American fighter to feature a delta wing. However, problems emerged immediately upon entering service.
The F-102’s primary mission was to intercept and destroy enemy aircraft. It was the world’s first supersonic all-weather jet interceptor and the USAF’s first operational delta-wing aircraft.
The F-102 became operational with the Air Defense Command in 1956. At the peak of deployment in the late 1950s, F-102s equipped more than 25 ADC squadrons. Convair built 1,000 F-102s, 889 of which were F-102As. The USAF also purchased 111 TF-102As as combat trainers, featuring side-by-side seating.
The aircraft initially failed to reach Mach 1, and the fuselage required a redesign to cope with transonic wave drag, a newly discovered phenomenon at the time.
The revised fuselage now allowed the aircraft to reach Mach 1.22; however, other issues developed, necessitating ongoing upgrades to the airframe. Not all aircraft received the same upgrades, resulting in a fleet of planes with varying levels of usefulness for different missions.
The “DD,” as pilots called it, had an absolutely horrific safety record. Out of the thousand aircraft that were built, 259 were lost in accidents, and 70 pilots died.
The Mikoyan-Gurevich MiG-23 Fighter
Soviet/Russian aerospace manufacturer Mikoyan-Gurevich has a long history of design accomplishments. The MiG name is synonymous with Soviet/Russian military aircraft designs.
However, the MiG-23 Flogger is not one of its best or successful designs. In an attempt to replace the highly successful MiG-21, MiG incorporated variable-sweep wings and sought a fast, agile fighter. But the aircraft was a stinker.
The MiG-23 suffered from poor handling, unstable flight characteristics, and an engine that frequently overheated and failed prematurely. And its combat record in the hands of the Egyptian and Iraqi Air Forces was abysmal.
The Israelis swept the skies of MiG-23s in the Six-Day War and the Yom Kippur War.
The MiG-21, the aircraft it was supposed to replace, outperformed it in combat. The Soviets quickly withdrew the aircraft from front-line use. The only two countries still using the MiG-23 are Syria and North Korea. The Soviet Air Force replaced it with MiG-27.
The Vought F-7 Cutlass
The US jet fighter and bomber was designed to operate from US Navy carriers in the mid-1940s. The first tailless production aircraft entered service with the Navy in July 1951.
The swept-wing tailless design was more an experiment than an established design, and hence, it was marred by problems. While the design provided the aircraft with impressive agility, new and unproven systems limited its overall performance.
The F-7 Cutlass was powered by Westinghouse J46-WE-8B afterburning turbojet engines, with 4,600 lbf (20 kN) of thrust each dry and 6,000 lbf (27 kN) with afterburners. The top speed was 697 mph at sea level.
The aircraft was beset by problems, with landing gear doors falling off, the hydraulic system leaking, and the engine tended to flame out when landing in the rain.
The aircraft quickly acquired unflattering nicknames, such as “Gutless Cutlass,” “Ensign Eliminator,” and “Praying Mantis.” The Naval Service replaced it by 1959.
The Soviet Yakovlev Yak-38 Fighter
The Soviet Union consistently sought to match or surpass the West in aircraft design and development. After the British designed the groundbreaking Harrier jump jet, known for its unique ability to perform vertical takeoffs and landings (VTOL) and short takeoffs and landings (STOVL), the Soviets attempted — and failed — to replicate the aircraft with the Yak-38.
The National Interest called it a “poisoned chalice” in the article referenced above, and it was an apt description.
Its design and engineering suffered from the integration of the rear thrust engine and two lift turbofans, which made it notoriously difficult to handle, even for veteran pilots.
If a mechanical failure happened in either of the lift fans, the Yak would spin out of control toward disaster. Further problems arose during its operation, which were discovered during the Soviet incursion into Afghanistan. The lift fans threw huge clouds of dirt and dust into the air, damaging the sensitive jet engines by clogging crucial ports and vents.
The aircraft had a combat range of just 320 km, and with only four hard points to load external weapons, it wasn’t sufficiently armed to carry out its primary mission. The Soviets attempted to develop several variants, all of which were as unsuccessful as the original.
About the Author: Steve Balestrieri
Steve Balestrieri is a National Security Columnist. He served as a US Army Special Forces NCO and Warrant Officer. In addition to writing on defense, he covers the NFL for PatsFans.com and is a member of the Pro Football Writers of America (PFWA). His work was regularly featured in many military publications.
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