Phast Phantom photo

"Leanne" wrote in message news:...


Sorry about the previous post as I have a bad mouse button and it will cause
the computer to send things while I am reading.

I see that the single seat A-4 and F-8 have been mentioned. Did anyone get
time in the F4D Skyray or is it before your time? I worked in depot
maintenance on the electrical and electronics wiring problems,especially
those caused by someone let the hell hole door swing free.

Leanne

"Leanne" wrote in message
...
"Leanne" wrote in message news:...


Sorry about the previous post as I have a bad mouse button and it will
cause
the computer to send things while I am reading.

I see that the single seat A-4 and F-8 have been mentioned. Did anyone get
time in the F4D Skyray or is it before your time? I worked in depot
maintenance on the electrical and electronics wiring problems,especially
those caused by someone let the hell hole door swing free.

Well before my time. Mid-late 50's design by Ed Heinemann. Great rate of
climb. One great turn. Held the world speed record for a short while (next
to last on the low altitude course), several time to climb records and 100km
closed course too IIR. Barely supersonic, not quite enough internal fuel.

R / John

Leanne- I see that the single seat A-4 and F-8 have been mentioned. Did
anyone get
time in the F4D Skyray or is it before your time? I worked in depot
maintenance on the electrical and electronics wiring problems,especially
those caused by someone let the hell hole door swing free. BRBR

Before my time as well. A-4/F-8 still on Hancock, I believe when I started,
VFP-63 still in Miramar.

I was in the first class in Beeville that flew the TA-4 instead of the
F-9..1973
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer

Pechs1 wrote:
I was in the first class in Beeville that flew the TA-4 instead of the
F-9..1973
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer

Curious if the community sponsored the on base October BBQ for all hands
back in '73?

Sure did wonders for morale.

Bunch of kids. 22 Jan 1931, Ketchikan, Alaska. USAF Aviation Cadet
Class 54-H, 28 Apr 54. F86F Sabrejet, F86Dog, F102, F104A, F4, 2000+.
Last flight in F4 Jan 31 80. Hung it up for good 31 March 80. Carter
wore me out. 104A with the J79-19 engine - yahoo! .9 to 2.0. 27 miles.
1'45", 1000 pounds of fuel....
Walt BJ

Did the Zipper C model get the higher output J-79? I'm sure the A was
lighter and cleaner. Any less stable w/o the ventral fin? The F-8 ventrals
were installed to improve supersonic stability, the A's and B's were a
little squirrely in the 1.5 range or so. Even the C/K would do a slow dutch
roll @ high mach if the yaw stab was not up to spec.

R / John

R / John
"WaltBJ" wrote in message
om...
Bunch of kids. 22 Jan 1931, Ketchikan, Alaska. USAF Aviation Cadet
Class 54-H, 28 Apr 54. F86F Sabrejet, F86Dog, F102, F104A, F4, 2000+.
Last flight in F4 Jan 31 80. Hung it up for good 31 March 80. Carter
wore me out. 104A with the J79-19 engine - yahoo! .9 to 2.0. 27 miles.
1'45", 1000 pounds of fuel....
Walt BJ

In article ,
"John Carrier" writes:
Did the Zipper C model get the higher output J-79? I'm sure the A was
lighter and cleaner. Any less stable w/o the ventral fin? The F-8 ventrals
were installed to improve supersonic stability, the A's and B's were a
little squirrely in the 1.5 range or so. Even the C/K would do a slow dutch
roll @ high mach if the yaw stab was not up to spec.

R / John

R / John
"WaltBJ" wrote in message
om...
Bunch of kids. 22 Jan 1931, Ketchikan, Alaska. USAF Aviation Cadet
Class 54-H, 28 Apr 54. F86F Sabrejet, F86Dog, F102, F104A, F4, 2000+.
Last flight in F4 Jan 31 80. Hung it up for good 31 March 80. Carter
wore me out. 104A with the J79-19 engine - yahoo! .9 to 2.0. 27 miles.
1'45", 1000 pounds of fuel....
Walt BJ



Walt flew the Hot Rod Model A's - an early air-to-air only F-104A with
the original small-0bore -3 engine replaced with the -19 engine used
on teh F-4E. They literally had about a Metric Ton more push than the
C model (I know, I know, I'm mixing units here, but I'm waxing
hyperbolic here), and performance that the documents I have on it,
and computations I've done have to be seen to be believed.
According to my quick reference (F-104A (-10 Engine) SAC Chart, June
1970)
The upper right corner of teh envelope is Mach 2+/67,000'. The whole
envelope ios bordered by either Q or airfrae heat limits - it never
runs out of power. During a Point Intercept mission,it would be
passing 30Kft in less than a minute after breaking ground.
(Oh, yeah - since it could fly so high, it would go just as far at
Mach 2 as it would a Mach 0.9)
I'm in awe of the beast.

--
Pete Stickney
A strong conviction that something must be done is the parent of many
bad measures. -- Daniel Webster

I am still a kid.

Jan 1940 San Francisco,
Jun 1956 - Dec 1959 San Diego State,
Jul 1957 1st solo, Piper J-3 Cub, San Diego,
Jul 1957 Parris Island,
Dec 1957 - Dec 1959 USMC Reserve San Diego,
Jan 1960 NAVCAD Pensacola,
Oct 1962 F-8 Cuban Missile Crisis,
Jun 1964 RF-8 "Yankee Team" Laos,
Mar 1973 last flight RA-5C

which squadron did you fly with during cuban crisis?Any good stories?
jr martin

Originally Posted by Red Rider

I am still a kid.

Jan 1940 San Francisco,
Jun 1956 - Dec 1959 San Diego State,
Jul 1957 1st solo, Piper J-3 Cub, San Diego,
Jul 1957 Parris Island,
Dec 1957 - Dec 1959 USMC Reserve San Diego,
Jan 1960 NAVCAD Pensacola,
Oct 1962 F-8 Cuban Missile Crisis,
Jun 1964 RF-8 "Yankee Team" Laos,
Mar 1973 last flight RA-5C

Pechs ] recently shaped the electrons thusly:

I was in the first class in Beeville that flew the TA-4 instead of the
F-9, in 1973.

Heys Pechs -- After all the recent discussion about high and fast in the
F-104, I'd be interested in your thoughts about the other corner of the
envelope. How was the TA-4 (specifically, the TA-4J, right?) to fly around
the boat? What adjustments were made to the carqual syllabus vice the F-9?