The mascotte of the F-4 Phantom (see above). Avionics used in F-4 Phantom aircraft canĮasily be recognised as these usually have a small sticker with Spook, (part of the largest aerospace-industrial complex in the Navy - Navalīase Coronado) in 1972. That some kind of modification of the item bearing the sticker wasĭone, in this particular case at Naval Air Station (NAS) North Island Reading, for instance, NAVAIREWORKFAC MOD 10|72 NORIS. In general, instrument panels and avionics may have stickers Logo of the Bee-line F-4B Phantom service life extension project. Sticker indicating date of modification at Noris Naval Air Rework Facility. (SLEP) called Project Bee-line (source: R.F. This conversion was part of the Service Life Extension Program Later in the 1960s, F-4B aircraft were upgraded/converted to F-4N Mainly at the 4453 rd Combat Crew Training Wing at MacDill Air Initial evaluation of the F-4B Phantom by the USAF occurred Phantoms are shown on separate web pages. The F-4B Phantom, and indeed to most other Phantom versions. This page includes information about the avionics common to The McDonnell Aircraft Corporation merged with Douglas AircraftĬompany Incorporated on April 28, 1967, to form the McDonnell DouglasĬorporation. At 1-1.Drawing of a Navy F-4A Phantom from an early 1960s McDonnells brochureĭetailing the records set by the F-4B Phantom.At 45 degrees from final altitude should be 450ft MSL.Maintain 30 degrees of bank during turn to final.Maximum carrier landing gross weight: 34,000lbs upon touchdown deploy drag chute (use the toggle cabin seat belt lights key).Maximum runway landing gross weight: 38,000lbs For every 1 000lbs below 38,000 subtract 2 knots.At 38,000lbs gross weight approach speed is 145 knots (early F-4B)/138 knots (late F-4B and F-4N).Landing speeds can be calculated using the following rule-of-thumb: This provides an on speed angle of attack light with a 3 degree glideslope and 700-800fpm descent rate. When on final approach maintain power setting of 84-88% RPM depending on gross weight. Using the angle of attack indexer maintain an on speed indication amber light. When the airspeed is below 250 knots CAS lower the landing gear and extend the flaps. When the yaw rate stops neutralize all controls and fly out of the unusual attitude.Apply full rudder opposite to the direction of the spin.If out of control and below 10 000ft AGL: EJECT.When aircraft is unloaded (5-10 units angle of attack) center the ailerons.Make judicious use of rudder to avoid inducing excessive yaw.Then vary the pitch attitude to maintain mach until reaching cruise altitude Vary pitch to maintain 400 knots CAS until reaching final cruise mach.Maintain 10 to 12 degrees nose-up until reaching 400 knots CAS.Raise flaps at 300 feet or 200 knots CAS while maintaining 10 to 12 degrees nose-up.Raise landing gear when definitely airborne.At high gross weights beware of over-rotation immediately after leaving the deck.When nosewheel is past catapult shuttle.Verify sufficient pneumatic pressure for nosewheel strut extension.Upon nosewheel lift off relax back pressure on the stick to avoid exceeding 10 to 12 degrees of pitch.Verify pin unlock handle down and wing pin unlock lights out check ARI is 10 degrees with yaw SAS off, 15 degrees with yaw SAS on.Flight control surfaces: cycle and check travel. Throttle IDLE after ignition is achieved.14%, move throttle to 40-50% and wait for ignition Starter switch: Right right click and hold.Throttle: IDLE (right click to move from cut).Start cart air and power connected to the aircraft ( see chapter: payload manager).Wing fold switch coincides with wing position.Communications function selector switch: STBY.Navigation function selector panel: SET.Centerline station safety switch: SAFE and guard down.Missile jettison selector switch (MSP): OFF.Wing flap switch coincides with flap position.External transfer switch: OUTBD or CENTER.
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