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Several months earlier, the Air Force conducted a competitive evaluation of the three existing all-weather interceptor prototypes, the XF-87, the XF-89, and the US Navy’s XF3D. The evaluators were qualified night-fighter pilots, radar operators, and experienced maintenance non-commissioned officers. The pilots were not impressed with any of the aircraft and recommended procurement of an interim aircraft that resulted in the development of the Lockheed F-94 Starfire from the training version of the Lockheed F-80 Shooting Star. The F-89 was the fastest of the three contenders, although it was in last place in cockpit arrangement and ease of maintenance. One pilot claimed that the XF-89 was the only real fighter and compared the XF-87 to a medium bomber and the XF3D to a trainer. The full Committee on Evaluation overruled those evaluators, preferring the Northrop design, as it had the greatest potential for development. The Air Force subsequently canceled the production contract for the F-87 to free up money for the Scorpion.
In 1952, six Scorpions, mostly F-89Cs, crashed — one doing so in front of a crowd at an airshow — and the fleet was grounded. The problem was traced to a wing design fault, with all Scorpions in service then rotated through a modification program to fit stronger wings, as well as a fin on the end of each wingtip tank to reduce stress on the wing. Once the wings were fixed, the Scorpion’s accident rate fell dramatically and the type would then acquire a good flight safety record. By the time the F-89Cs were withdrawn from frontline service in 1954, all had been re-engined with J35-A-47 engines, the thrust levels being similar to those of the -33A but with many technical refinements. The F-89Cs served faithfully with the USANG into the 1960s.
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