| Revision as of 21:26, 28 April 2011 editKen keisel (talk | contribs)2,987 edits added page #s← Previous edit | Revision as of 20:44, 7 May 2011 edit undoKen keisel (talk | contribs)2,987 edits added citationsNext edit → | ||
| Line 22: | Line 22: | ||
| |} | |} | ||
| The ] '''FH Phantom''' was a twin-engined ] ] designed and first flown during ] for the ]. The Phantom was the first purely jet-powered aircraft to land on an American ]<ref name="Enzo144">Angellucci,1987 p. 144.</ref>{{#tag:ref|The first aircraft to land on an American carrier under jet power was the unconventional composite propeller-jet ] ], designed to utilize its ] during takeoff and landing. On 6 November 1945, the piston engine of an FR-1 failed on final approach; the pilot started the jet engine and landed, thereby performing the first jet-powered carrier landing, albeit unintentionally. "First Jet Landing." ''Naval Aviation News'', United States Navy, March 1946, p. 6.|group=N}} and the first jet deployed by the ]. Although its front-line service was relatively brief, it helped prove the viability of carrier-based jet fighters to the leadership of the Navy. Furthermore, it was McDonnell's first successful fighter, leading to the development of the follow-on ], one of the two most important naval jet fighters of the ]. Only 62 FH-1's were built before production switched to the more powerful ]. | The ] '''FH Phantom''' was a twin-engined ] ] designed and first flown during ] for the ].{{Citation needed|date=May 2011}} The Phantom was the first purely jet-powered aircraft to land on an American ]<ref name="Enzo144">Angellucci,1987 p. 144.</ref>{{#tag:ref|The first aircraft to land on an American carrier under jet power was the unconventional composite propeller-jet ] ], designed to utilize its ] during takeoff and landing.{{Citation needed|date=May 2011}} On 6 November 1945, the piston engine of an FR-1 failed on final approach; the pilot started the jet engine and landed, thereby performing the first jet-powered carrier landing, albeit unintentionally. "First Jet Landing." ''Naval Aviation News'', United States Navy, March 1946, p. 6.|group=N}} and the first jet deployed by the ]. Although its front-line service was relatively brief, it helped prove the viability of carrier-based jet fighters to the leadership of the Navy.{{Citation needed|date=May 2011}} Furthermore, it was McDonnell's first successful fighter, leading to the development of the follow-on ], one of the two most important naval jet fighters of the ].{{Citation needed|date=May 2011}} Only 62 FH-1's were built before production switched to the more powerful ]. | ||
| The FH Phantom was originally designated as the '''FD Phantom''', but the designation was changed as the aircraft entered production. | The FH Phantom was originally designated as the '''FD Phantom''', but the designation was changed as the aircraft entered production.{{Citation needed|date=May 2011}} | ||
| ==Design and development== | ==Design and development== | ||
| In early 1943, aviation officials at the US Navy were impressed with McDonnell's audacious ] project. McDonnell was invited by the Navy to cooperate in the development of a shipboard jet fighter, using an engine from the turbojets under development by the ]. Three prototypes were ordered on 30 August 1943 and the designation '''XFD-1''' was assigned. Under the ], the letter "D" before the dash designated the aircraft's manufacturer. The ] had previously been assigned this letter, but the USN elected to reassign it to McDonnell because Douglas had not provided any fighters for Navy service in years.<ref name="Mesko7">Mesko, 2002 p. 7.</ref> | In early 1943, aviation officials at the US Navy were impressed with McDonnell's audacious ] project.{{Citation needed|date=May 2011}} McDonnell was invited by the Navy to cooperate in the development of a shipboard jet fighter, using an engine from the turbojets under development by the ].{{Citation needed|date=May 2011}} Three prototypes were ordered on 30 August 1943 and the designation '''XFD-1''' was assigned.{{Citation needed|date=May 2011}} Under the ], the letter "D" before the dash designated the aircraft's manufacturer.{{Citation needed|date=May 2011}} The ] had previously been assigned this letter, but the USN elected to reassign it to McDonnell because Douglas had not provided any fighters for Navy service in years.<ref name="Mesko7">Mesko, 2002 p. 7.</ref> | ||
| McDonnell engineers evaluated a number of engine combinations, varying from eight 9.5 in (24 cm) diameter engines down to two engines of 19 inch (48 cm) diameter. The final design used the two 19 in (48 cm) engines after it was found to be the lightest and simplest configuration. The engines were buried in the wing root to keep intake and exhaust ducts short, offering greater aerodynamic efficiency than underwing ]s, and the engines were angled slightly outwards to protect the ] from the hot exhaust blast. Placement of the engines in the middle of the airframe allowed the ] with its bubble-style canopy to be placed ahead of the wing, granting the pilot excellent visibility in all directions. This engine location also freed up space under the nose, allowing designers to use ], thereby elevating the engine exhaust path and reducing the risk that the hot blast would damage the aircraft carrier deck. Unlike the somewhat unconventional XP-67, the construction methods and aerodynamic design of the Phantom were fairly conventional for the time; the plane had unswept wings, a conventional ], and an ] ] structure with ]ed aluminum skin. ]s were used to reduce the width of the aircraft in storage configuration. Provisions for four ] ]s were made in the nose, while racks for eight 5 in (127 mm) high-explosive unguided air-to-ground ]s could be fitted under the wings. Adapting a jet to carrier use was a much greater challenge than producing a land based fighter because of slower landing and takeoff speeds required on a small carrier deck. The Phantom used ] on both the folding and fixed wing sections to enhance low-speed landing performance, but no other ]s were used. Provisions were also made for ] bottles to improve takeoff performance. | McDonnell engineers evaluated a number of engine combinations, varying from eight 9.5 in (24 cm) diameter engines down to two engines of 19 inch (48 cm) diameter.{{Citation needed|date=May 2011}} The final design used the two 19 in (48 cm) engines after it was found to be the lightest and simplest configuration.{{Citation needed|date=May 2011}} The engines were buried in the wing root to keep intake and exhaust ducts short, offering greater aerodynamic efficiency than underwing ]s, and the engines were angled slightly outwards to protect the ] from the hot exhaust blast.{{Citation needed|date=May 2011}} Placement of the engines in the middle of the airframe allowed the ] with its bubble-style canopy to be placed ahead of the wing, granting the pilot excellent visibility in all directions.{{Citation needed|date=May 2011}} This engine location also freed up space under the nose, allowing designers to use ], thereby elevating the engine exhaust path and reducing the risk that the hot blast would damage the aircraft carrier deck.{{Citation needed|date=May 2011}} Unlike the somewhat unconventional XP-67, the construction methods and aerodynamic design of the Phantom were fairly conventional for the time; the plane had unswept wings, a conventional ], and an ] ] structure with ]ed aluminum skin.{{Citation needed|date=May 2011}} ]s were used to reduce the width of the aircraft in storage configuration. Provisions for four ] ]s were made in the nose, while racks for eight 5 in (127 mm) high-explosive unguided air-to-ground ]s could be fitted under the wings.{{Citation needed|date=May 2011}} Adapting a jet to carrier use was a much greater challenge than producing a land based fighter because of slower landing and takeoff speeds required on a small carrier deck.{{Citation needed|date=May 2011}} The Phantom used ] on both the folding and fixed wing sections to enhance low-speed landing performance, but no other ]s were used.{{Citation needed|date=May 2011}} Provisions were also made for ] bottles to improve takeoff performance.{{Citation needed|date=May 2011}} | ||
| ] | ] | ||
| When the first XFD-1, ] ''48235'', was completed in January 1945, only one Westinghouse 19XB-2B engine was available for installation. Ground runs and taxi test were conducted with the single engine, and such was the confidence in the aircraft that the first flight on 26 January 1945 was made with only the one turbojet engine. With successful completion of tests, a production contract was awarded on 7 March 1945 for 100 '''FD-1''' aircraft. However, during the Phantom's development, Douglas Aircraft had announced its intent to compete for several new Navy aircraft contracts. This prompted the Navy to grant the designation letter "D" back to Douglas and reassign the then-unused letter "H" to McDonnell, thereby changing the designation of the production Phantom to '''FH-1'''. With the end of the war, the Phantom production contract was reduced to 30 aircraft, but was soon increased to 60<ref name="AI Nov 97 p258"> ''Air International'' November 1987, p.258.</ref>; including the 2 prototypes, a total of 62 were finally produced, with the last '''FH-1''' rolling off the assembly line in May 1948.<ref>Wagner 1982, p. 503</ref> | When the first XFD-1, ] ''48235'', was completed in January 1945, only one Westinghouse 19XB-2B engine was available for installation.{{Citation needed|date=May 2011}} Ground runs and taxi test were conducted with the single engine, and such was the confidence in the aircraft that the first flight on 26 January 1945 was made with only the one turbojet engine.{{Citation needed|date=May 2011}} With successful completion of tests, a production contract was awarded on 7 March 1945 for 100 '''FD-1''' aircraft.{{Citation needed|date=May 2011}} However, during the Phantom's development, Douglas Aircraft had announced its intent to compete for several new Navy aircraft contracts.{{Citation needed|date=May 2011}} This prompted the Navy to grant the designation letter "D" back to Douglas and reassign the then-unused letter "H" to McDonnell, thereby changing the designation of the production Phantom to '''FH-1'''.{{Citation needed|date=May 2011}} With the end of the war, the Phantom production contract was reduced to 30 aircraft, but was soon increased to 60<ref name="AI Nov 97 p258"> ''Air International'' November 1987, p.258.</ref>; including the 2 prototypes, a total of 62 were finally produced, with the last '''FH-1''' rolling off the assembly line in May 1948.<ref>Wagner 1982, p. 503</ref> | ||
| The second and final Phantom prototype ] ''48236'' became the first purely jet-powered aircraft to operate from an American ], completing four successful takeoffs and landings on 21 July 1946, from {{USS|Franklin D. Roosevelt|CV-42|6}}.<ref name="AI Nov 97 p258"/> At the time, she was the largest carrier serving with the USN, allowing the plane to take off without assistance from a ]. The second prototype crashed on the 26 August 1945<ref name="ASN236">{{ASN accident|id=82095}}</ref> followed by the first prototype which was lost on the 1 November 1945<ref name="ASN235">{{ASN accident|id=82124}}</ref>. | The second and final Phantom prototype ] ''48236'' became the first purely jet-powered aircraft to operate from an American ], completing four successful takeoffs and landings on 21 July 1946, from {{USS|Franklin D. Roosevelt|CV-42|6}}.<ref name="AI Nov 97 p258"/> At the time, she was the largest carrier serving with the USN, allowing the plane to take off without assistance from a ].{{Citation needed|date=May 2011}} The second prototype crashed on the 26 August 1945<ref name="ASN236">{{ASN accident|id=82095}}</ref> followed by the first prototype which was lost on the 1 November 1945<ref name="ASN235">{{ASN accident|id=82124}}</ref>. | ||
| Production Phantoms incorporated a number of design improvements. These included provisions for a flush-fitting centerline ], an improved gunsight, and the addition of ]. Production models used ]-WE-20 engines with 1,600 lbf (7.1 kN) of thrust per engine. The top of the vertical tail had a more square shape than the rounder tail used on the prototypes, and a smaller ] was used to resolve problems with ] clearance discovered during test flights. The horizontal tail surfaces were shortened slightly while the fuselage was stretched by 19 in (48 cm). The amount of framing in the windshield was reduced to enhance pilot visibility. | Production Phantoms incorporated a number of design improvements. These included provisions for a flush-fitting centerline ], an improved gunsight, and the addition of ].{{Citation needed|date=May 2011}} Production models used ]-WE-20 engines with 1,600 lbf (7.1 kN) of thrust per engine.{{Citation needed|date=May 2011}} The top of the vertical tail had a more square shape than the rounder tail used on the prototypes, and a smaller ] was used to resolve problems with ] clearance discovered during test flights.{{Citation needed|date=May 2011}} The horizontal tail surfaces were shortened slightly while the fuselage was stretched by 19 in (48 cm).{{Citation needed|date=May 2011}} The amount of framing in the windshield was reduced to enhance pilot visibility.{{Citation needed|date=May 2011}} | ||
| Realizing that the production of more powerful jet engines was imminent, McDonnell engineers proposed a more powerful variant of the Phantom while the original plane was still under development - a proposal that would lead to the design of the Phantom's replacement, the ]. Although the new plane was originally envisioned as a modified Phantom, the need for heavier armament, greater internal fuel capacity, and other improvements eventually led to a substantially heavier and bulkier airplane that shared few parts with its lithe predecessor.<ref name="Mesko10">Mesko, 2002 p. 10.</ref> Despite this, the two aircraft were similar enough that McDonnell was able to complete its first '''F2H-1''' in August 1948, a mere three months after the last '''FH-1''' had rolled off the assembly line.<ref>Wagner 1982, p. 504</ref> | Realizing that the production of more powerful jet engines was imminent, McDonnell engineers proposed a more powerful variant of the Phantom while the original plane was still under development - a proposal that would lead to the design of the Phantom's replacement, the ].{{Citation needed|date=May 2011}} Although the new plane was originally envisioned as a modified Phantom, the need for heavier armament, greater internal fuel capacity, and other improvements eventually led to a substantially heavier and bulkier airplane that shared few parts with its lithe predecessor.<ref name="Mesko10">Mesko, 2002 p. 10.</ref> Despite this, the two aircraft were similar enough that McDonnell was able to complete its first '''F2H-1''' in August 1948, a mere three months after the last '''FH-1''' had rolled off the assembly line.<ref>Wagner 1982, p. 504</ref> | ||
| ==Operational history== | ==Operational history== | ||
| Line 46: | Line 46: | ||
| ] | ] | ||
| The first Phantoms were delivered to USN fighter squadron VF-17A (later redesignated ]) in August 1947; the squadron received a full complement of 24 aircraft on 29 May 1948. Beginning in November 1947, Phantoms were delivered to ] squadron ], making it the first USMC combat squadron to deploy jets. VF-17A became the USN's first fully operational jet carrier squadron when it deployed aboard {{USS|Saipan|CVL-48|6}} on 5 May 1948.{{#tag:ref|Squadron ], flying the ], had conducted the Navy's first all-jet aircraft carrier operations at sea on 10 March 1948 aboard {{USS|Boxer|CV-21|6}}, but the entire squadron was not considered operational at the time.|group=N}} | The first Phantoms were delivered to USN fighter squadron VF-17A (later redesignated ]) in August 1947; the squadron received a full complement of 24 aircraft on 29 May 1948.{{Citation needed|date=May 2011}} Beginning in November 1947, Phantoms were delivered to ] squadron ], making it the first USMC combat squadron to deploy jets.{{Citation needed|date=May 2011}} VF-17A became the USN's first fully operational jet carrier squadron when it deployed aboard {{USS|Saipan|CVL-48|6}} on 5 May 1948.{{#tag:ref|Squadron ], flying the ], had conducted the Navy's first all-jet aircraft carrier operations at sea on 10 March 1948 aboard {{USS|Boxer|CV-21|6}}, but the entire squadron was not considered operational at the time.|group=N}} | ||
| The Phantom was one of the first jets used by the U.S. military for exhibition flying. Several Phantoms used by the ] fell into the hands of a unique demonstration team called the ], whose members consisted entirely of Marine aviators holding the rank of ]. The team's name was an obvious play on the name of the recently-formed USN ], who were still flying propeller-powered ]s at the time. The "Grays" flew in various ]s during the summer of 1947, but the team was abruptly disbanded after their poorly timed arrival at a September air show in ] nearly caused a head-on low-altitude collision with a large formation of other aircraft.<ref name="Mills226">Mills, 1991, p. 226.</ref> The VMF-122 Phantoms were later used for air show demonstrations until they were taken out of service in 1949, with the team being known alternately as the ] or the ]. | The Phantom was one of the first jets used by the U.S. military for exhibition flying.{{Citation needed|date=May 2011}} Several Phantoms used by the ] fell into the hands of a unique demonstration team called the ], whose members consisted entirely of Marine aviators holding the rank of ].{{Citation needed|date=May 2011}} The team's name was an obvious play on the name of the recently-formed USN ], who were still flying propeller-powered ]s at the time.{{Citation needed|date=May 2011}} The "Grays" flew in various ]s during the summer of 1947, but the team was abruptly disbanded after their poorly timed arrival at a September air show in ] nearly caused a head-on low-altitude collision with a large formation of other aircraft.<ref name="Mills226">Mills, 1991, p. 226.</ref> The VMF-122 Phantoms were later used for air show demonstrations until they were taken out of service in 1949, with the team being known alternately as the ] or the ].{{Citation needed|date=May 2011}} | ||
| The Phantom's service as a front-line fighter would be short-lived. Its limited range and light armament- notably its inability to carry ]- made it best suited for duty as a ] ]. However, its speed and rate of climb were only slightly better than existing propeller-powered fighters and fell short of other contemporary jets such as the ], prompting concerns that the Phantom would be outmatched by future enemy jets it might soon face. Moreover, recent experience in World War II had demonstrated the value of naval fighters that could double as ]s, a capability the Phantom lacked. Finally, the plane exhibited some design deficiencies- its navigational ] were poor, it could not accommodate newly-developed ]s, and the location of the machine guns atop the plane's nose caused pilots to be temporarily blinded by ] when firing the guns at night. | The Phantom's service as a front-line fighter would be short-lived.{{Citation needed|date=May 2011}} Its limited range and light armament- notably its inability to carry ]- made it best suited for duty as a ] ].{{Citation needed|date=May 2011}} However, its speed and rate of climb were only slightly better than existing propeller-powered fighters and fell short of other contemporary jets such as the ], prompting concerns that the Phantom would be outmatched by future enemy jets it might soon face.{{Citation needed|date=May 2011}} Moreover, recent experience in World War II had demonstrated the value of naval fighters that could double as ]s, a capability the Phantom lacked.{{Citation needed|date=May 2011}} Finally, the plane exhibited some design deficiencies- its navigational ] were poor, it could not accommodate newly-developed ]s, and the location of the machine guns atop the plane's nose caused pilots to be temporarily blinded by ] when firing the guns at night.{{Citation needed|date=May 2011}} | ||
| The USN's Phantoms were widely used for carrier qualifications, but little combat training was ever carried out by the planes. The F2H Banshee and ], both of which began flight tests around the time of the Phantom's entry into service, better satisfied the Navy's desire for a versatile, long-range, high-performance jet. Consequently, the Phantom was quickly declared obsolete and served most widely as a trainer for pilots whose squadrons were awaiting Panther or Banshee deliveries, starting in August 1948 when the Phantoms of VF-17A were dispersed to other units. The FH-1 was entirely withdrawn from USN and USMC service by late 1949, prior to the outbreak of the ]. The planes would see training duty with the ] until 1954. No Phantom would ever see combat. | The USN's Phantoms were widely used for carrier qualifications, but little combat training was ever carried out by the planes.{{Citation needed|date=May 2011}} The F2H Banshee and ], both of which began flight tests around the time of the Phantom's entry into service, better satisfied the Navy's desire for a versatile, long-range, high-performance jet.{{Citation needed|date=May 2011}} Consequently, the Phantom was quickly declared obsolete and served most widely as a trainer for pilots whose squadrons were awaiting Panther or Banshee deliveries, starting in August 1948 when the Phantoms of VF-17A were dispersed to other units.{{Citation needed|date=May 2011}} The FH-1 was entirely withdrawn from USN and USMC service by late 1949, prior to the outbreak of the ].{{Citation needed|date=May 2011}} The planes would see training duty with the ] until 1954.{{Citation needed|date=May 2011}} No Phantom would ever see combat.{{Citation needed|date=May 2011}} | ||
| The FH Phantom is perhaps best known for lending its name to the vastly more successful and longer-serving ]. | The FH Phantom is perhaps best known for lending its name to the vastly more successful and longer-serving ]. | ||
| Line 60: | Line 60: | ||
| ==Variants== | ==Variants== | ||
| ;XFD-1: prototype aircraft powered by {{convert|1165|lb|abbr=on}} Westinghouse 19XB-2B engines. Two built. | ;XFD-1: prototype aircraft powered by {{convert|1165|lb|abbr=on}} Westinghouse 19XB-2B engines. Two built.{{Citation needed|date=May 2011}} | ||
| ;FH-1 (FD-1): production version with {{convert|1600|lb|abbr=on}} ] engines (originally designated FD-1). 60 built. | ;FH-1 (FD-1): production version with {{convert|1600|lb|abbr=on}} ] engines (originally designated FD-1). 60 built.{{Citation needed|date=May 2011}} | ||
| ==Operators== | ==Operators== | ||
Revision as of 20:44, 7 May 2011
| FH Phantom | |
|---|---|
_on_21_July_1946_(NNAM.1996.253.7239.003).jpg)
| |
| McDonnell FH-1 Phantom | |
| Role | Carrier-based fighter aircraftType of aircraft |
| Manufacturer | McDonnell Aircraft |
| First flight | 26 January 1945 |
| Introduction | August Template:Avyear |
| Retired | Template:Avyear USN, USMC Template:Avyear USNR |
| Primary users | United States Navy United States Marine Corps |
| Number built | 62 |
| Developed into | F2H Banshee |
The McDonnell FH Phantom was a twin-engined jet fighter aircraft designed and first flown during World War II for the United States Navy. The Phantom was the first purely jet-powered aircraft to land on an American aircraft carrier and the first jet deployed by the United States Marine Corps. Although its front-line service was relatively brief, it helped prove the viability of carrier-based jet fighters to the leadership of the Navy. Furthermore, it was McDonnell's first successful fighter, leading to the development of the follow-on F2H Banshee, one of the two most important naval jet fighters of the Korean War. Only 62 FH-1's were built before production switched to the more powerful McDonnell Banshee.
The FH Phantom was originally designated as the FD Phantom, but the designation was changed as the aircraft entered production.
Design and development
In early 1943, aviation officials at the US Navy were impressed with McDonnell's audacious XP-67 Bat project. McDonnell was invited by the Navy to cooperate in the development of a shipboard jet fighter, using an engine from the turbojets under development by the Westinghouse Electric Corporation. Three prototypes were ordered on 30 August 1943 and the designation XFD-1 was assigned. Under the 1922 United States Navy aircraft designation system, the letter "D" before the dash designated the aircraft's manufacturer. The Douglas Aircraft Company had previously been assigned this letter, but the USN elected to reassign it to McDonnell because Douglas had not provided any fighters for Navy service in years.
McDonnell engineers evaluated a number of engine combinations, varying from eight 9.5 in (24 cm) diameter engines down to two engines of 19 inch (48 cm) diameter. The final design used the two 19 in (48 cm) engines after it was found to be the lightest and simplest configuration. The engines were buried in the wing root to keep intake and exhaust ducts short, offering greater aerodynamic efficiency than underwing nacelles, and the engines were angled slightly outwards to protect the fuselage from the hot exhaust blast. Placement of the engines in the middle of the airframe allowed the cockpit with its bubble-style canopy to be placed ahead of the wing, granting the pilot excellent visibility in all directions. This engine location also freed up space under the nose, allowing designers to use tricycle gear, thereby elevating the engine exhaust path and reducing the risk that the hot blast would damage the aircraft carrier deck. Unlike the somewhat unconventional XP-67, the construction methods and aerodynamic design of the Phantom were fairly conventional for the time; the plane had unswept wings, a conventional empennage, and an aluminum monocoque structure with flush riveted aluminum skin. Folding wings were used to reduce the width of the aircraft in storage configuration. Provisions for four .50-caliber (12.7 mm) machine guns were made in the nose, while racks for eight 5 in (127 mm) high-explosive unguided air-to-ground rockets could be fitted under the wings. Adapting a jet to carrier use was a much greater challenge than producing a land based fighter because of slower landing and takeoff speeds required on a small carrier deck. The Phantom used split flaps on both the folding and fixed wing sections to enhance low-speed landing performance, but no other high-lift devices were used. Provisions were also made for Rocket Assisted Take Off (RATO) bottles to improve takeoff performance.
_in_May_1948.jpg)
When the first XFD-1, serial number 48235, was completed in January 1945, only one Westinghouse 19XB-2B engine was available for installation. Ground runs and taxi test were conducted with the single engine, and such was the confidence in the aircraft that the first flight on 26 January 1945 was made with only the one turbojet engine. With successful completion of tests, a production contract was awarded on 7 March 1945 for 100 FD-1 aircraft. However, during the Phantom's development, Douglas Aircraft had announced its intent to compete for several new Navy aircraft contracts. This prompted the Navy to grant the designation letter "D" back to Douglas and reassign the then-unused letter "H" to McDonnell, thereby changing the designation of the production Phantom to FH-1. With the end of the war, the Phantom production contract was reduced to 30 aircraft, but was soon increased to 60; including the 2 prototypes, a total of 62 were finally produced, with the last FH-1 rolling off the assembly line in May 1948.
The second and final Phantom prototype serial number 48236 became the first purely jet-powered aircraft to operate from an American aircraft carrier, completing four successful takeoffs and landings on 21 July 1946, from USS Franklin D. Roosevelt. At the time, she was the largest carrier serving with the USN, allowing the plane to take off without assistance from a catapult. The second prototype crashed on the 26 August 1945 followed by the first prototype which was lost on the 1 November 1945.
Production Phantoms incorporated a number of design improvements. These included provisions for a flush-fitting centerline drop tank, an improved gunsight, and the addition of speed brakes. Production models used Westinghouse J30-WE-20 engines with 1,600 lbf (7.1 kN) of thrust per engine. The top of the vertical tail had a more square shape than the rounder tail used on the prototypes, and a smaller rudder was used to resolve problems with control surface clearance discovered during test flights. The horizontal tail surfaces were shortened slightly while the fuselage was stretched by 19 in (48 cm). The amount of framing in the windshield was reduced to enhance pilot visibility.
Realizing that the production of more powerful jet engines was imminent, McDonnell engineers proposed a more powerful variant of the Phantom while the original plane was still under development - a proposal that would lead to the design of the Phantom's replacement, the F2H Banshee. Although the new plane was originally envisioned as a modified Phantom, the need for heavier armament, greater internal fuel capacity, and other improvements eventually led to a substantially heavier and bulkier airplane that shared few parts with its lithe predecessor. Despite this, the two aircraft were similar enough that McDonnell was able to complete its first F2H-1 in August 1948, a mere three months after the last FH-1 had rolled off the assembly line.
Operational history
The first Phantoms were delivered to USN fighter squadron VF-17A (later redesignated VF-171) in August 1947; the squadron received a full complement of 24 aircraft on 29 May 1948. Beginning in November 1947, Phantoms were delivered to US Marine squadron VMF-122, making it the first USMC combat squadron to deploy jets. VF-17A became the USN's first fully operational jet carrier squadron when it deployed aboard USS Saipan on 5 May 1948.
The Phantom was one of the first jets used by the U.S. military for exhibition flying. Several Phantoms used by the Naval Air Test Center fell into the hands of a unique demonstration team called the Gray Angels, whose members consisted entirely of Marine aviators holding the rank of General. The team's name was an obvious play on the name of the recently-formed USN Blue Angels, who were still flying propeller-powered F8F Bearcats at the time. The "Grays" flew in various air shows during the summer of 1947, but the team was abruptly disbanded after their poorly timed arrival at a September air show in Cleveland, Ohio nearly caused a head-on low-altitude collision with a large formation of other aircraft. The VMF-122 Phantoms were later used for air show demonstrations until they were taken out of service in 1949, with the team being known alternately as the Marine Phantoms or the Flying Leathernecks.
The Phantom's service as a front-line fighter would be short-lived. Its limited range and light armament- notably its inability to carry bombs- made it best suited for duty as a point-defence interceptor. However, its speed and rate of climb were only slightly better than existing propeller-powered fighters and fell short of other contemporary jets such as the P-80 Shooting Star, prompting concerns that the Phantom would be outmatched by future enemy jets it might soon face. Moreover, recent experience in World War II had demonstrated the value of naval fighters that could double as fighter-bombers, a capability the Phantom lacked. Finally, the plane exhibited some design deficiencies- its navigational avionics were poor, it could not accommodate newly-developed ejection seats, and the location of the machine guns atop the plane's nose caused pilots to be temporarily blinded by muzzle flash when firing the guns at night.
The USN's Phantoms were widely used for carrier qualifications, but little combat training was ever carried out by the planes. The F2H Banshee and F9F Panther, both of which began flight tests around the time of the Phantom's entry into service, better satisfied the Navy's desire for a versatile, long-range, high-performance jet. Consequently, the Phantom was quickly declared obsolete and served most widely as a trainer for pilots whose squadrons were awaiting Panther or Banshee deliveries, starting in August 1948 when the Phantoms of VF-17A were dispersed to other units. The FH-1 was entirely withdrawn from USN and USMC service by late 1949, prior to the outbreak of the Korean War. The planes would see training duty with the Naval Reserve until 1954. No Phantom would ever see combat.
The FH Phantom is perhaps best known for lending its name to the vastly more successful and longer-serving F-4 Phantom II.
Civilian use
In 1964, Progressive Aero, Incorporated of Fort Lauderdale, Florida purchased 3 surplus Phantoms, intending to use them to teach civilians how to fly jets. A pair of the planes were stripped of military equipment and restored to flying condition, but the venture was unsuccessful, and the planes were soon retired once again.
Variants
- XFD-1
- prototype aircraft powered by 1,165 lb (528 kg) Westinghouse 19XB-2B engines. Two built.
- FH-1 (FD-1)
- production version with 1,600 lb (730 kg) Westinghouse J30-WE-20 engines (originally designated FD-1). 60 built.
Operators
Survivors
- FH-1 Phantom BuNo 111759 is on display at the National Air and Space Museum of the Smithsonian Institution in Washington, D.C., United States. This aircraft served with Marine Fighter Squadron 122 (VMF-122). It was retired in April 1954, with a total of 418 flight hours. The aircraft was transferred to the Smithsonian by the U.S. Navy in 1959.
- FH-1 BuNo 111761, c/n 449, was a Progressive Aero aircraft with civil registration N4284A. This aircraft was dismantled and used for spares, and is believed to be in storage in Ft. Lauderdale, Florida.
- FH-1 Phantom BuNo 111768 has had a busy post-retirement life. Formerly a Progressive Aero aircraft c/n 456 (civil registration N4283A) it was placed on display at the Marine Corps Museum. The aircraft was later transferred to the St. Louis Aviation Museum, and then the National Warplane Museum in Genesco, New York. In 2006 the aircraft was moved to the Wings of Eagles Discovery Center in Horseheads, New York where it is on display today.
- FH-1 Phantom BuNo 111793, is on display at the National Museum of Naval Aviation at Naval Air Station Pensacola, Florida. This aircraft was accepted by the Navy on February 28, 1948. After flying for a brief time with Marine Fighter Squadron (VMF) 122, the first Marine jet squadron, at Marine Corps Air Station (MCAS) Cherry Point, N.C., it was stricken from the naval inventory in 1949. The museum acquired the aircraft from National Jets, Inc., of Ft. Lauderdale, Fla., in 1983.
Specifications (FH-1 Phantom)
Data from McDonnell Douglas Aircraft since 1920
General characteristics
- Crew: OneFuel capacity: 375 gal (1,420 l) internal, 670 gal (2,540 l) with external drop tank
Performance
- Thrust/weight: 0.32
Armament
- Guns: 4 × .50 in (12.7 mm) machine guns
See also
Related development
Aircraft of comparable role, configuration, and era
Related lists
References
- Notes
- The first aircraft to land on an American carrier under jet power was the unconventional composite propeller-jet Ryan FR Fireball, designed to utilize its piston engine during takeoff and landing. On 6 November 1945, the piston engine of an FR-1 failed on final approach; the pilot started the jet engine and landed, thereby performing the first jet-powered carrier landing, albeit unintentionally. "First Jet Landing." Naval Aviation News, United States Navy, March 1946, p. 6.
- Squadron VF-5A, flying the North American FJ-1 Fury, had conducted the Navy's first all-jet aircraft carrier operations at sea on 10 March 1948 aboard USS Boxer, but the entire squadron was not considered operational at the time.
- Citations
- Angellucci,1987 p. 144.
- Mesko, 2002 p. 7.
- ^ Air International November 1987, p.258.
- Wagner 1982, p. 503
- Accident description at the Aviation Safety Network
- Accident description at the Aviation Safety Network
- Mesko, 2002 p. 10.
- Wagner 1982, p. 504
- Mills, 1991, p. 226.
- ^ Mesko, 2002 p. 8.
- Hamilton, Hayden. The McDonell FH-1 Phantom: the Forgotten Phantom. AAHS Journal, Vol 55 No. 2, Summer 2010, p.
- Hamilton, Hayden. The McDonell FH-1 Phantom: the Forgotten Phantom. AAHS Journal, Vol 55 No. 2, Summer 2010, p.
- Hamilton, Hayden. The McDonell FH-1 Phantom: the Forgotten Phantom. AAHS Journal, Vol 55 No. 2, Summer 2010, p.
- Hamilton, Hayden. The McDonell FH-1 Phantom: the Forgotten Phantom. AAHS Journal, Vol 55 No. 2, Summer 2010, p.
- Francillon 1979, p.383.
- Air International November 1987, p.234.
- Bibliography
- Angelucci, Enzo. The American Fighter. Sparkford, Somerset: Haynes Publishing Group, 1987. ISBN 0-85429-635-2.
- Green, William. War Planes of the Second World War, Volume Four: Fighters. London: MacDonald & Co. (Publishers) Ltd., 1961 (Sixth impression 1969). ISBN 0-356-01448-7.
- Green, William and Swanborough, Gordon. WW2 Aircraft Fact Files: US Navy and Marine Corps Fighters. London, UK: Macdonald and Jane's, 1976. ISBN 0-356-08222-9.
- Hamilton, Hayden. The McDonell FH-1 Phantom: the Forgotten Phantom. AAHS Journal, Vol 55 No. 2, Summer 2010
- Mills, Carl. Banshees in the Royal Canadian Navy. Willowdale, Ontario, Canada: Banshee Publication, 1991. ISBN 0-9695200-0-X.
- "Mr Mac's First Phantom: The Story of the McDonnell FH-1". Air International, November 1987, Vol 33 No 5. Bromley, UK:Fine Scroll. ISSN 0306-5634. pp. 231—235, 258—260.
- Francillon, René J. McDonnell Douglas Aircraft since 1920. London, England: Putnam & Company, Ltd, 1979. ISBN 0-370-00050-1.
- Mesko, Jim. FH Phantom/F2H Banshee in action. Carrollton, Texas, USA: Squadron/Signal Publications, Inc, 2002. ISBN 0-89747-444-9.
- Wagner, Ray (1982). American Combat Planes, Third Edition. USA: Doubleday & Company. ISBN 0-385-13120-8.
External links
| McDonnell and McDonnell Douglas aircraft and spacecraft | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Civil |
| ||||||||
| Fighters |
| ||||||||
| Attack |
| ||||||||
| Trainers |
| ||||||||
| Transports |
| ||||||||
| Helicopters |
| ||||||||
| Drones (UAVs) |
| ||||||||
| Experimental |
| ||||||||
| Spacecraft |
| ||||||||
| Model numbers | |||||||||
| United States Navy fighter designations pre-1962 | |
|---|---|
| General Aviation Brewster | |
| Boeing | |
| Curtiss | |
| Douglas McDonnell | |
| Grumman | |
| Eberhart Goodyear | |
| Hall McDonnell | |
| Berliner-Joyce North American | |
| Loening Bell | |
| General Motors | |
| Naval Aircraft Factory | |
| Lockheed | |
| Ryan | |
| Supermarine | |
| Northrop | |
| Vought | |
| Canadian Vickers Lockheed | |
| Wright CC&F |
|
| Convair | |
| Not assigned • Assigned to a different manufacturer's type See also: Aeromarine AS • Vought VE-7 | |
| Aviation lists | |
|---|---|
| General | |
| Military | |
| Accidents / incidents | |
| Records | |