| F3H Demon | |
|---|---|
 An F3H-2NDemon in flight in 1956 | |
| General information | |
| Type | Carrier-basedall-weatherinterceptor |
| Manufacturer | McDonnell Aircraft Corporation |
| Status | Retired |
| Primary user | United States Navy |
| Number built | 519 |
| History | |
| Introduction date | 7 March 1956 |
| First flight | 7 August 1951 |
| Retired | 1964 |
TheMcDonnell F3H Demon is a subsonic swept-wingcarrier-basedjetfighter aircraft designed and produced by the American manufacturerMcDonnell Aircraft Corporation. It was the firstswept wing jet fighter and the only single-engined carrier-based fighter the company produced.[1]
The Demon was developed during the late 1940s and early 1950s to fulfill aUnited States Navy requirement for a high-performance swept wing naval fighter to succeed theF2H Banshee. On 7 August 1951, theXF3H-1 performed itsmaiden flight, flown by test pilot Robert Edholm. The original design for a short-rangeinterceptor was reworked into a heavier medium-rangeall-weather fighter to counter theMikoyan-Gurevich MiG-15 jet fighter being encountered during theKorean War; however, the addition of about 7,000 lb (3,200 kg) of weight hampered the Demon's performance. The Demon was originally to be powered by theWestinghouse J40turbojet engine, but the J40 proved unreliable and lacking in thrust, and the program was ultimately abandoned after it became politically controversial in 1955. This necessitated another major redesign of the aircraft to accept the alternativeAllison J71 powerplant.[2][3]
On 7 March 1956, the Demon was introduced to operational service. Though the aircraft had insufficient power for supersonic performance and insufficient endurance for its intended general-purpose role, it complementedday fighters such as theVought F8U Crusader andGrumman F11F Tiger as an all-weather, missile-armed interceptor.[4][5] The Demon was withdrawn in 1964 and thus did not participate in theVietnam War. Both it and the Crusader were replaced onForrestal-class and similar supercarriers by the more capable and versatileMcDonnell Douglas F-4 Phantom II, which bears a strong family resemblance, as it was conceived as an advanced development of the Demon. The supersonicF-101 Voodoo of theUnited States Air Force was similar in layout, but was derived from the earlierXF-88 Voodoo, which also influenced the Demon's layout.
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Although the existence of theSoviet Union'sMikoyan-Gurevich MiG-15 jet fighter program was unknown to U.S. intelligence at the time, theUnited States Navy anticipated the appearance of high-performance Soviet jet fighters, and issued requirements for a high-performanceswept wing naval fighter on 21 May 1948.[6] McDonnell was one of six aircraft companies that opted to produce a response, beginning development work during 1949.[7] The design team chose to develop an all-new aircraft incorporating aswept wing configuration from the onset rather than adapting astraight wing into a swept wing design as had been done with the competingGrumman F9F Cougar.Roll control was achieved viaailerons augmented by a compactspoiler.[8][9] Furthermore, both the horizontal and vertical tail surfaces were also swept back.[10] It was the company's first swept wing design, and was amongst the first American aircraft to be primarily armed with missiles rather thancannons.[1]
The resulting aircraft, which later received the nameDemon, emerged as an all-new design. In order to fulfil the U.S. Navy's requirements, McDonnell agreed to power the aircraft with theWestinghouse J40 engine which was then under development.[11] At the time, the J40 was being promoted by Navy officials for its next generation of aircraft, and was to have thrust of over 11,000 lbf (49 kN)—three times that of the engines used on theMcDonnell F2H Banshee. Having gained the interest of U.S. Navy officials, McDonnell was issued with a development contract to produce twoXF3H-1 prototypes on 30 September 1949, albeit as a fallback measure to the unconventionalDouglas F4D Skyray.[12][13] At this stage of development, it was envisioned as a day fighter.[14] McDonnell named the aircraftDemon shortly thereafter.[15]
The unexpected combat debut of the MiG-15 during theKorean War motivated the U.S. Navy to place the Demon as a top priority, having observed the MiG to have considerably outclassed both the Panther and Banshee; the only American fighter then in service that could equal the MiG was theNorth American F-86 Sabre, which was only operated by theUnited States Air Force.[6] Seeking to better respond to the MiG, the U.S. Navy pushed for the aircraft to be heavily redesigned, reorienting it from the short-rangeinterceptor mission once envisioned towards a medium-rangeall-weather fighter; adapting the design necessitated the addition of 7,000 lbs of weight to an aircraft that originally weighed 22,000 lbs, thus negatively impacting its performance.[16][17]
During March 1951, the aircraft was hastily ordered into production for an initial batch of 150F3H-1Ns. This order came prior to even reviewing the mockup, which occurred in July of that year.[18] On 7 August 1951, the prototype performed itsmaiden flight at the hand of test pilot Robert Edholm.[2][19] It quickly proved to be relatively easy to fly, fairly maneuverable, and the controls were responsive, yet it was also severely underpowered, particularly impacting high altitude flight.[20] This prototype was lost during a test flight roughly four months later.[21] The first test flights of the operational design did not occur until January 1953, by which time the conflict in Korea was drawing to a close.
The Demon had originally been designed around the ambitious Westinghouse J40 engine, which was to provide enough power to permit the use of just one engine in a number of new aircraft. However, this engine would ultimately fail to produce the promised thrust or to even run reliably; its performance was a major disappointment, producing only half of the expected power. It also suffered from a restricted flight envelope and frequentcompressor stalls.[22][13] The airframe's use of an uncommon annular air intake, which inherently results in relatively poor pressure recovery, may have also contributed to the performance difficulties.[23]
James Smith McDonnell, president of McDonnell Aircraft Corporation, personally wrote to Washington, warning that the engine would be a "disappointingly underpowered combination" and requesting a substitute engine be permitted.[16][24] Instead, the U.S. Navy opted to persist with the J40 engine in the hope that development of a more powerful version, the J40-10, would proceed rapidly; instead, Westinghouse proved unable to smoothly progress on the project and the issue became increasingly politically charged as time went on.[16][25] Of the 35F3H-1N aircraft flown with the J40 engine, eight were involved in major accidents. The first production Demons were grounded after the loss of six aircraft and four pilots.[1][26]Time magazine called the Navy's grounding of all Westinghouse-powered F3H-1 Demons a "fiasco", with 21 unflyable planes that could be used only for Navy ground training at a loss of $200 million.[16] One high point of the J40 was the 1955 setting of an unofficial time-to-climb record, in a Demon, of 10,000 feet (3,000 m) in 71 seconds.[1] However, the J40 program was terminated sometime during 1955.
All of the aircraft that the J40 was to power were either canceled or redesigned to use other engines, notably theJ57 and theJ71. The F4D Skyray had been designed to accept larger engines in case the J40 did not work out, and was eventually powered by thePratt & Whitney J57. But no other engine could simply be fitted into the old Demons, necessitating both the wings and fuselage to be redesigned and enlarged. The associated cost and delayed were such that the U.S. Navy considered cancelling development of the Demon as well.[27] The best alternative turned out to be theAllison J71 engine, which was also powered theDouglas B-66 Destroyer.[28] Subsequent F3Hs with this powerplant were designated theF3H-2N.[1] In service, the J71 proved problematic, providing insufficient power for an aircraft of the Demon's size, while also suffering from frequentflameouts andcompressor stalls. During October 1954, the first J71-powered Demon was flown. Another significant problem was the reliability of the in-house developedejection seat: initial versions were found to be unreliable and were eventually replaced withMartin-Baker ejection seats that were becoming the standard U.S. Navy seat of choice due to their higher performance at low altitude and better reliability.[29]
Despite the problems encountered, the U.S. Navy placed an order for 239F3H-2s, the first of which being deployed during March 1956. 519 Demons were constructed before production was terminated during November 1959. It was not the U.S. Navy's first all-weatherinterceptor with radar (the AN/APG-51 air interception set was used first on the F2H-4 Banshee). The F3H-2 Demon had the AN/APG-51A, later upgraded to the 51-B version with a tunablemagnetron then on to 51-C with bettercountermeasures in the receiver.[citation needed] It was a relatively straightforward radar arrangement in comparison to that of the Skyray.[30] Furthermore, upgrading this radar proved to be somewhat easy as well.[31]
The F3H-2N's standard armament was four 20 mm (.79 in)Colt Mk 12 cannons. In later years, the upper two cannons were often omitted to save weight. Later models, redesignatedF3H-2M, were equipped to fire the RaytheonAAM-N-2 Sparrow and later theSidewinderair-to-air missiles.[32][33] Deployed aircraft carried both types of missiles, the Sparrow on the inboard rails and the Sidewinder outboard. Cannons were not used in carrier air defense applications, but they were installed and armed when situations (such as theCuban Missile Crisis) dictated, and where the aircraft might be deployed against surface targets. Furthermore, up to 6,000 pounds of external stores, includingfuel tanks, bombs androcket pods, could be carried.[1] The additional range provided by external fuel tanks was relatively small due toparasitic drag.[34]
At a late stage of development, the nose had been tilted downwards by ten degrees to improve the pilot's forward and downward visibility.[35] The windscreen was also changed multiple times with the same aim in mind.[36] Due to the excellent visibility from the cockpit, the Demon earned the nickname "The Chair". Demon pilots were known colloquially as "Demon Drivers" while ground crews who worked on the aircraft were known as "Demon Doctors". The unfavorablepower-to-weight ratio gave rise to the less flattering nickname "lead sled", sometimes shortened to "sled".[37] Pilots observed its favourable flying characteristics and high level of stability when being flown at high altitude and during carrier operations, being relatively easy to land under almost any circumstance.[1][38]
Areconnaissance version of the aircraft, theF3H-2P, was proposed, but ultimately never built.[39] The Demon was flown as the U.S. Navy's front-line fighter up until 1962, at which point it was succeeded by the newer and fasterF-4 Phantom II (which was a development of a proposed "Super Demon", a larger and much heavier version of the F3H).[40] Developed during the Korean War to counter the MiG-15, it did not claim any aerial victories either with missiles or during dogfights, although it flew overLebanon andQuemoy during 1958.
In 1962, the F3H was redesignatedF-3. TheF3H-2N became theF-3C, the F3H-2M becameMF-3B, and the F3H-2 changed toF-3B. During September 1964, the final Demon-equipped squadron,VF-161 'Chargers', traded their F-3s for F-4 Phantom IIs.
Data fromThe American Fighter[44]
General characteristics
Performance
Armament
Avionics
Related development
Aircraft of comparable role, configuration, and era
Related lists
