tag:blogger.com,1999:blog-5848437078181345610.post5956066977931366975..comments2024-03-08T16:42:41.614-08:00Comments on Tailhook Topics: Nuclear BansheesTailspinhttp://www.blogger.com/profile/17837863895661437038noreply@blogger.comBlogger5125tag:blogger.com,1999:blog-5848437078181345610.post-19656604400756124672020-01-01T19:42:56.629-08:002020-01-01T19:42:56.629-08:00Where is the fuze to light?
Where is the fuze to light?<br /><br />Anonymoushttps://www.blogger.com/profile/01481030416071967558noreply@blogger.comtag:blogger.com,1999:blog-5848437078181345610.post-11157943807858111112010-04-14T07:56:11.420-07:002010-04-14T07:56:11.420-07:00Thanks for providing a very interesting and knowle...Thanks for providing a very interesting and knowledgeable comment. I don't know whether I just assumed that F2H-2Bs were built that way at the factory because of the BuNo sequence (usually in "pairs") or I read it somewhere. An oddity in that respect is that McAir's production numbers often do not parallel the BuNo, e.g. BuNo 125058 is Mac No. 383 and BuNo 125059 is Mac No. 385. This suggests to me that the F2H-2Bs were built at the factory.<br /><br />The 27 (not 28) BuNos that I listed are listed in an appendix to the F2H-2 maintenance manual. That's not to say that three more were not converted after that issue of the manual.Tailspinhttps://www.blogger.com/profile/17837863895661437038noreply@blogger.comtag:blogger.com,1999:blog-5848437078181345610.post-30601094965957569692010-04-13T02:36:56.813-07:002010-04-13T02:36:56.813-07:00THE NUMBER OF F2H-2B NUCLEAR CAPABLE DASH-2 BANSHE...THE NUMBER OF F2H-2B NUCLEAR CAPABLE DASH-2 BANSHEE<br />Thorough investigation of the Aircraft History Cards, three additional F2H-2B were found;<br />Bu.Nos. 124940 through 124942, together with 28 (not 25) F2H-2B listed above already, at least 31 F2H-2B were existed. Interesting to say, 124940 through 124942 were directly converted from F2H-2 to F2H-2B without via the interim designation of F2H-2BX (indicating the aircraft is under conversion), but other 28 were all converted from F2H-2 via F2H-2BX then to F2H-2B. All 31 F2H-2B were accepted by the Navy as straight fighter version F2H-2 and converted to F2H-2B after delivery.<br />HIDEKI YAMAUCHI, AGC (Atsugi Gombey Club)Unknownhttps://www.blogger.com/profile/18155972505754131184noreply@blogger.comtag:blogger.com,1999:blog-5848437078181345610.post-55349452465955856802009-12-08T13:43:28.190-08:002009-12-08T13:43:28.190-08:00Tommy, great stuff!!! I noticed your reference to...Tommy, great stuff!!! I noticed your reference to the early VC-4 Nuke Dets. For what it's worth, both of these Dets had F3D-2 Skyknights along as the Night Fighter complement. <br />That's another aircraft that I admire, but there is so much bad info out there and everybody keeps repeating it. The first concerns the engine nacelles. They were NOT larger on the F3D-2 than on the F3D-1. Yes, the F3D-1’s nacelles were considerably larger than those on the three XF3Ds. One reason had to do with the F3D-1’s J-34-WE-34 engines being interchangeable vice the left-hand and right-hand arrangement of the J-34-WE-22’s in the XF3D; per your Naval Fights book. Additionally, at the time the F3D-1 was being developed for the Navy, the Air Force’s F-89 was having serious trouble and Douglas pressed the Air Force hard to adopt the F3D as their all-weather fighter too. The F3D-1 engine nacelles were further enlarged for increased airflow to accommodate either afterburning J-34-WE-15 or J-34-WE-17’s for the Air Force requirement. The F3D-1 was built in two series; the Series A which comprised the first 10 aircraft and the Series B which included the remainder of the production run. The difference being that the Series B airframes has the centerline speed brake (aka, AD-1 thru AD-4) eliminated. Also, if one references the F3D-1/F3D-2 Maintenance Manual with Illustrated Parts Breakdown, they will see the part numbers for the engine nacelles, air induction and exhaust components for both the F3D-1 and F3D-2 are one and the same.<br />The second issue concerns the F3D-2B designation. The F3D-2B modification was actually a series of modifications incorporated in approximately 114 (if I remember correctly) of the standard F3D-2’s to allow them to carry either the MK-7 or MK-12 special weapons. I have a copy of the Douglas document that outlines the entire modification process. It was basically a two gun aircraft; removing two 20 MM weapons and armament components to allow for installation of the various ballistic and radar altimeter components required. The cockpit installations were all on the RO’s side of the aircraft. It also removed the tail warning radar and modified the right stores pylon to carry the weapons. The “pilot” aircraft for the modification was BuNo 127044, but I believe the intended plan was for the remainder of the aircraft to carry simply the F3D-2 designation (aka, nuclear capable F2H-3/4). I’m not sure how many of ‘the capable” aircraft were ever actually modified to this configuration. If one references the pilots handbook for the F3D-2, there are performance charts in the back for; a configuration of one 300 gal tank and one T-63 store (MK-7 shape) and a configuration of one 150 gal tank and one T-66 store (MK-12 shape) also.<br />Most of this info was provided to me by the late, great Harry Gann when he was with Douglas in Long Beach, CA. He was a good friend and is missed greatly. Thanks and keep up the great work!!!Henry (c12copilot@yahoo.com)noreply@blogger.comtag:blogger.com,1999:blog-5848437078181345610.post-64969430807487190612009-11-01T07:48:03.516-08:002009-11-01T07:48:03.516-08:00Thanks for posting Tommy, this stuff is gold! You...Thanks for posting Tommy, this stuff is gold! You should consider combining it all in a "Modeling Naval Jet Aircraft of the 50's 60's and 70's" book! Anyway, I enjoy your writing and it was good to hear your lecture at the Columbus Nats....Anonymousnoreply@blogger.com