F4 In Vietnam - It is an American tandem two-seat, twin-engine, all-weather, long-range supersonic jet interceptor and fighter-bomber originally developed by McDonnell Aircraft for the United States Navy.
It became an important part of the air force in the mid-1960s, before being adopted by the United States Navy and the United States Air Force.
F4 In Vietnam
Production of the Phantom continued from 1958 to 1981, with a total of 5,195 aircraft produced, making it the most-produced US supersonic military aircraft in history and cementing its position as the iconic fighter aircraft of the Cold War.
Mcdonnell Douglas F 4 Phantom Ii
The Phantom is a large fighter with an acceleration of over 2.2. It can carry more than 18,000 pounds (8,400 kg) of weapons at nine external mounting points, including air-to-air missiles, air-to-surface missiles and various bombs. The F-4, like other interceptors of its time, was originally designed without an internal cannon. Later models included an M61 Vulcan rotary cannon. Beginning in 1959, he set 15 world records in flight performance.
The F-4 was used extensively during the Vietnam War. It served as the principal air superiority fighter for the US Air Force, Navy, and Marine Corps, and became important in ground attack and aerial reconnaissance roles at the end of the war. During the Vietnam War, a US Air Force pilot, two Weapons Systems Officers (WSO),
A US Navy pilot and a Radar Intercept Officer (RIO) became ace by performing five aerial kills against an Amey fighter.
The F-4 remained the mainstay of US military air power throughout the 1970s and 1980s, gradually being replaced in the US Air Force by more modern aircraft such as the F-15 Eagle and F-16 Fighting Falcon. 14 Tomcats in the US Navy and F/A-18 Hornets in the US Navy and US Marine Corps.
Combat Aircraft: Us Navy F 4 Phantom Ii Units Of The Vietnam War 1969 73 Osprey Books
The F-4 Phantom II continued to be used by the United States in the 1991 Gulf War in reconnaissance and wild weasel roles, and was finally phased out in 1996.
It was also the only aircraft used by both American flight demonstration crews: the US Air Force Thunderbirds (F-4E) and the US Navy Blue Angels (F-4J).
The F-4 was also operated by the armed forces of 11 other countries. While the Israeli Phantom has witnessed extensive combat in several Arab-Israeli conflicts, Iran used the large Phantom Fleet purchased before the fall of the Shah in the Iran-Iraq War. As of 2021, 63 years after its first flight, the F-4 remains in active service with the air forces of Iran, South Korea, Greece and Turkey. The aircraft has recently been in service against the Islamic State group in the Middle East.
In 1952, McDonnell's Chief of Aerodynamics Dave Lewis was hired by CEO Jim McDonnell as the company's Chief Design Manager.
Academy 1/32 Mcdonnell Douglas F 4e Phantom Usaf Vietnam War
With new aircraft competition on the horizon, internal research concluded that the Navy needed a new and different type of aircraft the most: an attack fighter.
In 1953, McDonnell Aircraft began work on overhauling the F3H Demon Navy fighter jet in search of increased capabilities and improved performance. The company has developed several projects, including the Wright J67 Guinea-powered variant.
The J79-powered version promises a top speed of Mach 1.97. On September 19, 1953, McDonnell applied to the US Navy with a bid for the "Super Devil". The aircraft will be uniquely modular, as it can be equipped with a single or double-seater nose, radar, photo camera, four 20 mm (0.79 in) guns or different nose cones for 56 FFERs for different missions. Fixed rocket, in addition to nine fixed points under the wings and fuselage. The Navy was quite interested in developing a full-scale mock-up of the F3H-G/H, but felt that the upcoming Grumman XF9F-9 and Vought XF8U-1 already filled the need for a supersonic fighter.
Therefore, McDonnell's design was changed to an all-weather fighter-bomber with 11 external fixed points for the weapons, and on October 18, 1954, the company received a letter for two YAH-1 prototypes. On May 26, 1955, four Navy officers arrived at McDonnell's offices and within an hour filled out the company's grueling new requirements. Since the Navy already had the Douglas A-4 Skyhawk for ground attack and the F-8 Crusader for dogfighting, the project now had to meet the need for an all-weather fleet defense interceptor. Another crew was added to operate the powerful radar;
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The XF4H-1 is designed to carry four semi-recessed AAM-N-6 Sparrow III radar-guided missiles and is powered by two J79-GE-8 engines. As with the McDonnell F-101 Voodoo, the gins sat on the lower part of the fuselage to increase internal fuel capacity and suck in air through fixed geometry inlets. The thin-section wing had a 45° leading edge sweep and was fitted with inflated wings for improved low-speed handling.
To avoid redesigning the aircraft's titanium center section, McDonnell Gunniers only raised the outer wing sections by 12°. This required an average of 5° of tire wing span. The wings also got distinctive "dog teeth" for better control at high angles of attack. The fully powered tailplane was given a 23° euhedral to improve control at high angles of attack and still keep the tailplane free of gunny ejection.
In addition, the air intakes are equipped with a fixed ramp and a variable geometry ramp with a programmed angle that provides maximum pressure recovery between Mach 1.4 and Mach 2.2. Airflow compatibility between the intake and the gun was achieved by using the gun as secondary air in the exhaust nozzle. All-weather interception capability was provided by the AN/APQ-50 radar. To meet the requirements of carrier operations, the landing gear is designed to withstand landings with a maximum penetration rate of 23 ft/s (7 m/s), while the nose supports up to 20 in (51 cm). Can be extended to increase the angle. of the attack. In the catapult portion of takeoff.
On 25 July 1955, the Navy ordered two XF4H-1 test aircraft and five YF4H-1 pre-production examples. The aircraft made its first flight on May 27, 1958, piloted by Robert C. Little. A hydraulic problem prevented the landing gear from retracting, but subsequent flights were smooth. Initial testing resulted in redesigned air intakes, including the significant addition of 12,500 holes to "bleed" low-speed boundary layer air from the surface of each intake ramp. Mass production aircraft also had separator plates to divert the boundary layer away from the interior of the guinea. The aircraft was soon in competition with the XF8U-3 Crusader III. Due to the cockpit workload, the Navy requested two sets, and on December 17, 1958, the F4H was declared the winner. Delays in the J79-GE-8 engines meant that the first production aircraft were equipped with J79-GE-2 and −2A engines, each with 16,100 lbf (71.8 kN) of post-combustion thrust. In 1959, Phantom began carrier suitability testing from Indepdce, on 15 February 1960 the first complete launch-recovery cycle was performed.
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In D the aircraft was given the less controversial name "Phantom II", the first "Phantom" was another McDonnell jet fighter, the FH-1 Phantom. The Phantom II was briefly called the F-110A and designated "Spectre" by the USAF, but they were not officially used.
Early in production, the radar was upgraded to the Westinghouse AN/APQ-72, the AN/APG-50 has a larger radar antenna, which required a bulbous nose, and the roof was reworked to allow for sighting. could be improved and the rear cockpit made less claustrophobic. .
The USN F4H-1 (redesignated F-4A in 1962) was powered by J79-GE-2 and -2A engines with a thrust of 16,100 lbf (71.62 kN) and later builds that took the -8 engine. . A total of 45 F-4As were built; None saw combat, and most remained test or trainer aircraft.
The USN and USMC received the F-4B, the first Ultimate Phantom equipped with a Westinghouse APQ-72 radar (pulse only), a Texas Instruments AAA-4 infrared search and tracking pod under the nose, an AN/AJB-3 . Bombardment system powered by 10,900 lbf (48.5 kN) dry and 16,950 lbf (75.4 kN) afterburner (reheated) J79-GE-8, -8A and -8B engines, first flight 25 March 1961. 649 F-4Bs were built with deliveries beginning in 1961, and VF-121 Pacemakers received the first prototype at NAS Miramar.
Baptized By Fire: America's F 4 Phantoms Nearly Met Their Match In Vietnam
The USAF got the Phantom as a result of US Secretary of Defense Robert McNamara's effort to create a unified fighter for all branches of the US military. After an F-4B's victory in a "High Speed Operations" flight against a Convair F-106 Delta Dart, the USAF borrowed two Navy F-4Bs and temporarily designated them the F-110A in January 1962. . In contrast to the US Navy's focus on air-to-air interception in the Fleet Air Defense (FAD) mission, the USAF emphasized both the air-to-air and air-to-ground fighter-bomber roles. On 18 September 1962, by merging McNamara's titles, the Phantom became the Navy version of the F-4B and the USAF F-4C, designated the F-4. The first Air Force Phantom made its maiden flight at Mach 2 on May 27, 1963.
The F-4J has improved both air-to-air and ground attack capabilities. Deliveries began in 1966 and 522 were built in 1972.
With a thrust of 17,844 lbf (79,374 kN), the J79-GE-10 was equipped with the Gunny Westinghouse AN/AWG-10 fire control system (making the F-4J the world's first fighter).
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