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Really Good Progress | F-4 Phantom
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- Опубліковано 8 чер 2024
- We've made some significant progress this week! The jet is able to take ground power now, and she also got a good wash during the week! Got an update from Crew Chief Al for you all as well. All in all, a good week for us. We'll be lighting up those J-79's again soon!
For those of you that are on Instagram, check out Jack's page, as he regularly posts stuff from the hangar. His page is at:
/ jones.aviation
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The valve on the bottom of the aft canopy actuator is a shuttle valve. It allows two different sources of pressure to be applied to the bottom of the actuator. One hose comes from the normal pneumatic system via the selector valve for normal canopy open/close. The other is for emergency pressure from the canopy jettison system. There is a ball inside the shuttle valve that moves from side to side to allow pressure from one side while blocking the other (hence the name shuttle). The aft one is "no fun" to change. The TO calls for the actuator to be removed to change it and on the aft one it is complex and difficult. Where they leak is, almost always, is from a bad O ring on the hollow bolt that attaches the valve and allows air flow to the bottom of the actuator. Again, a no fun job putting on new O rings when installed, but a lot less painful than removing and installing that actuator. There are a couple of "tricks", but I can't put them here.
Engine comment: I worked the J-79 on the RF-4C, F-4D, F-4E, F-4F, and F-4G. The J-79 engine of the -15, -17, and -21 versions ALL howled.
While your in the rcp inspect the cables the go to cb panel 7. Its the one on the footwell right side console. The cable had a nasty habit of rubbing thru and shorting out on the floor.. at george afb we had an inflight fire when the cables shorted out and that caused the contactors to weld closed. Kept arcing until they landed safely.. we grounded every f4 in the inventory til a cable inspection was done
Good call! I saw a similar comment on that before, around the time I changed out the battery. Looked them over then and they appeared to be in good shape.
It’s great to see the excitement in your faces, getting closer to starting the engines then ground runs! I always look phorward to your videos and appreciate the hard work! ps: Smeone else posted about the Greeks retiring their F4s😢Hope you can get some spare parts!
Thank you! Been a lot of hard work to get to this point, and to see it all starting to some together is awesome! Getting parts from foreign countries (even close allies) is very difficult and/or impossible due to ITAR restrictions, the State Department, and Customs.
Importing parts from a nato country should not be an issue. The issue is that a certified mechanic from the USA should be the one to harvest the parts from a working aircraft or a stock supply with some traceability. Once in the USA they need to be sent to a qualified factory that can do a complete tear down and rebuild necessary for recertification the which is quite expensive. BTW who will be flying this aircraft once it is recertification for flight?
First off, let me say you guys are doing such an amazing job of bringing the old girl back. Your bringing back some very fond memories of my childhood back to me. Please allow me to explain. You see my father is retired Air Force (he was Avionics Maintanence), from late 1973 to late 1980, he was assigned to the 18th AMS at Kadena AFB Okinawa Japan. We had 4 Squadrons of F-4 C's and D's ( the 12th, 25th, 67th and 44th) and a squadron of RF-4 C's (The 15 TRS). On the weekends I would get to go out to the shop and hang out and I would get to go out to the Flight Line with him. I fell in love with the D model because of one specific F-4 D that was assigned to the 44th FS. I would play fighter pilot in the cockpit and wiso in the back seat every chance I could get, while my dad would do work on the aircraft. The reason I fell in love with this specific aircaft was because of its tail number and some of its markings. It's tail code at that time was ZZ AF 63 463, and the six red stars painted on it. In March of 1979 I got to meet Gen. Ritchie and talk with him. He even showed me some things I hadn't learned in the cockpit. a memeory I'll never forget. So again thank you for doing the awesome job your doing and for bringing back some great childhood memories.
Nice to see that the electrical gremlins are out. Great job!
Oh yeah, the T-6. One overflew my house a couple of weeks ago. You can't miss them, the sound is unmistakably sweet.
Smoke trails!
J79-GE-8 in Navy/Marine Corps parlance. AKA Smokers. See 'em coming from a ways away. And yeah-the Phantom "howl". The newer engines-J79-GE-10 & 10B Navy/Marine J79-GE-17 in Air Force nomenclature still had the "howl" but not as pronounced. Had to do with VSV-Variable Stator Vane scheduling, throttle angle & nozzle angle scheduling. As a young E-2 doing my OJT at MCAS El Toro CA fall/winter 80/81-when the birds were inbound from W-291-big training area off the SoCal coast-when the pilot pulled the engines out of burner back to Military power once they hit the coastline-instant smoke. Us plane captains knew then we had about 10 minutes to wheels on the deck. We could see it clear as day.
Memories.........
I was an avionics guy on A-4 Skyhawks, and did some OJT at El Toro. Very neat place! Around 1978, ended up at Yuma, next to VMFAT-101, and yeah... you could see those Phantoms trailing smoke many miles away. Still... when they launched the evening flights, those afterburners did look beautiful! I do appreciate Diesel Thunder's videos, as they make me appreciate ending up with Skyhawks instead of those complex Phantoms. 😉
Ellington is such a cool airport, and you guys have the coolest hangers.
speaking of J79's.... have you checked out AgentJayZ's channel? He does work on J79's as well as the engines used in the F-86. Lots of videos of test runs of the J79, including afterburner operation. I recall more than a few demonstrating the "howl". If you've ever wondered what sort of magic goes on inside of a jet engine, you owe it to yourself to spend some time watching his videos. Very informative!
I'm crossing my fingers that every task goes smoothly. Even though I'm not a big fan of the F-4, to see an old girl run again is cool.
PHANTOMS 4 EVER!!
Thank you.
Maybe someone can comment on this, but if memory serves me correct, the F-104 Starfighter used the same engine as the F-4. I recall seeing the "Starfighters" demo team back in the day at my first base and got to hear the "Phantom Howl" when those two jets came in. Also, I got to see a repainted F-4D commemorating Steve Ricthie's plane from Vietnam. So, definitely have heard the Phantom Howl more than once. Probably some of my favorite memories from my time in the service.
That’s correct. However I have never heard this phantom howl as loud as any 104
Yep, they did use the J-79 in the Starfighter though only one with it being a single engine airframe. I imagine airframe and duct design plays into the sounds to a large degree. More modern example I can think of is the TF34 engines on both the A-10 Warthog and S-3 Viking. Exact same engine, but the S-3 has a very notable resonance from its duct that isn't found on the A-10 at all.
@@DieselThunderAviation my recollection from that air show was the Starfighter howl was louder and I’d expect the intake played a big part in that like you mentioned. My thought was there was more surface area for the howl to bounce off of.
I am remembering correctly the D used the j79-15 and the D did have a great howl about 80 percent
@@pickandstrum I recall the E would make an extra pitch / tone somwhere in the 50% + throttle range, about the same time as the afterburners lit up and the jet started to pick up speed down the runway. Even from 70+ meters away it could be felt hammering in the chest.
D-M I think means Davis-Monthan AFB (AKA the bone yard).
Looks like Andy and Steve worked on your F-4 at Davis-Montham (D-M).
That explains the D-M marking, makes sense!
A good vacuum and thorough inspection for FOD with a flash light & mirror sounds like a good idea, in all those inaccessable holes in both cockpits, and else where.
Hope you have your earplugs + Peltor ear protectors (the good type -30db) ready to go !
142 db of J79 is louder than most modern jets.
For sure! May even bring in my bore scope camera and look around with that too. And for sure will be wearing double hearing protection when the time comes!
First write-up, ( LOC) I ever gave as an NCO was over a misplaced tool.
I know you clarified the tool control comments but tool control needs to be in place throughout the hangars at all times, not just when you are 'getting close to the end'. Don't take this as a dig as I think you are doing a grand job (I'm an ex RAF F-4M (FGR-2) tech so can appreciate what it takes).
Agree 100%. It's not just when nearing close-out. Tool control and FOD mitigation / awareness was on our minds 24/7, unless off duty.
F-4E airframe / mechanical fitter.
You guys could probably get more parts now that South Korea has retired their F-4s, maybe even get a few whole ones and get those flying too
Wish it were that easy to gwt parts. Very difficult to get stuff like that, even from allied nations.
Any history of service on this F4 where when if flew did it see combat ? Stuff like that
What is the status of the CADC, and AN/AJB-7 and associated boces, CAC, etc.
85% power these engines howl like crazy.
The howl can even be heard at 80 percent when I was a crew chief on D models we would get phone calls if i ran up past 80 percent durning a test run. Actually not really a good idea to run up that high in the chocks that’s not to say I didn’t sometimes do it. 😂
@@pickandstrum The squadron I used to support would sometimes run a full engine check. At the back of the HAS there was a large anchor, to which a long titanium gurder was connected, and the Phantoms arrestor hook attached to the titanium gurder.
I've seen them run at max afterburner with the jet tied that way. The nose wheel would squat about 2/3rds of the way.
@@trespire You should be running on on the trim pad, tied down when engine #2 compressor stalls & flames come out the intake about 20 feet in front of the nose. Happened at Nellis, assistant crew chief was out of the back seat & 1/2 way to the Vegas strip before he stopped running....... Was a rough ride that one.
@@MarkBall3 Got to respect those engines !
I should have noticed before but judging by the rad star on the intake ramp, is that jet a mig killer?
This particular jet, no. She never saw combat, most of her Air Force duties were spent in Europe on the nuclear alert mission. Her real tail number is 65-0749 and is painted to look like the F-4C that Colonel Olds flew for Operation Bolo. The F-4C that he flew on that day was 63-7680.
@@DieselThunderAviation If in Europe was it with the 401st TFW? That would be Torrejon AB. Had about 60 there I think.
Awww you don't want loose tools rattling around inside the airframe?! 🙂 Congrats on finally getting all the bugs out of the ground power system. What did you guys find, 3 separate problems? As always, thanks for sharing.
No, definitely do not want tools inside the aircraft! Seems like it was a combination of things, all coming together at once. An old battery that went dead, bad contactor in the AC power box, a blown ground power TR tanks to the bad contactor, and a bad DC bus tie relay.
@@DieselThunderAviation Wasn't there a bad switch as well?
Does this aircraft have the rat ram air turbine?
Sure does! For the Air Force the C and D models had it, and it was removed on the E and later models. Not sure which one the Navy and Marines would have had the RAT, just guessing that the B and J models would likely have had it.
@@DieselThunderAviation The RAF F-4K & F-4M had a RAT, not sure about the F-4J(UK) as I never worked on them.
Think all Phantoms had a RAT-I know for certain ALL USN/USMC F-4 variants had it. It fact during the launch sequence-the RAT was tested to extension as well as retraction-ya popped the RAT right at the start of checks & left it out until the pneumatic system built back to-let's see if Rainman can remember the number to suck it back in was 2850PSI-anything lower & one risked the RAT doors impinging on the turbine assembly.