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It was fairly effective, but became much more so when coupled with the North American “SEE SAMS” (clever) system, which added capability to discriminate targeting and launch radar signals from regular radar tracking signals. This equipment was first fitted to specialist “Wild Weasel” SAM hunter aircraft, and later, to almost every tactical aircraft in theater – certainly, every one that went up North. Consisting of 4 roughly equally spaced radio frequency receivers and some very basic analog processing equipment, Vector IV entered service as the AN/APR-25/6. SAC’s big bombers also carried radar warning and electronic countermeasures (ECM) gear of varying degrees of effectiveness, but much of this was far too large and heavy to fit into a tactical aircraft.įortunately, a small company in northern California, Applied Technologies, Inc, later part of Litton, now part of Northrop Grumman, came rushing to the rescue, in late 1965, with their “Vector IV” product.
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Indeed, specialist aircraft like intelligence gathering types had been equipped with limited numbers of what were then called radar homing and warning receivers (RHAW) for years.
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But how to defend against a radar guided flying robot whose only purpose in life was the kill you? Fortunately, the problem was well understood. Obviously this gave enormous initiative to the enemy, and made attacking SAM sites when they were most vulnerable impossible.ĭefensive measures were needed, and needed quickly. The only positive proof accepted was their being attacked by that very SAM site. Since the rules of engagement imposed by the Johnson-McNamara Administration forbade attacks on SAM sites under construction, or even possibly under construction, for fear of “accidentally” killing any Soviet “advisors” present and thus potentially escalating the war, US airmen had to wait until positive proof that a SAM site was operational before they could attack it. The SAM in question was the SA-2, which had been known about half a decade at that point, the SA-2 having played a role in the shoot down of Francis Gary Powers’ U-2 in 1960.
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Maximum speed 35,000 ft / 10,668 m: 532 mph / 856 kphĪrmament: four 20-mm cannon, plus (Canadian aircraft only) two AIM-9 Sidewinder air-to-air missiles.Įngines: 2 x Westinghouse J34-WE-38 turbojets, 3600 lbs.st.Flightline Friday Extra: More Than Everything You Could Possibly Want to Know about APR-25/6 SeptemPosted by Tantumblogo in Admin, awesomeness, Flightline Friday, foolishness, fun, history, non squitur, silliness, Society, technology.Įarly in the Vietnam War, partly due to amazingly poor planning, but even more due to unbelievably onerous targeting restrictions, US tactical aircraft started racking up heavy losses to North Vietnamese Surface to Air Missiles (SAMs). Maximum speed 933 km/h (580 mph) at sea level
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The F2H was finally phased out of front line US Navy use on 30 September 1959, but remained with reserve units until the mid-‘sixties.Ĭontracts were to call eventually for a total of 892 production aircraft.Įngines: 2 x Westinghouse J34-WE-22 turbojets, 3000 lbs.st.Įngines: 2 x Westinghouse J34-WE-34 turbojets, 3250 lbs.st.Īrmament: 4 x 20 mm cannon, 2 x 500 lb bomb.Įngines: two 14.45kN (3,250-lb) thrust Westinghouse J34-WE-34 turbojets The final production model was the F2H-4 (F-2D), which introduced improved APG-41 radar and more powerful engines, the 150th and last bringing production of the ‘Banjo’ to a close in August 1953. Plans to acquire the F2H-3P for reconnaissance were abandoned. They proved to be the last carrier-based fighters in Canadian service. That service's first operational jet fighters, they were operated from HMCS Bonaventure until 12 September 1962, when the last examples were retired from service. Production then switched to the F2H-3 (in 1962 redesignated F-2C), which was optimized for all-weather fighter duties, the first of 250 entering service during April 1952 and being easily recognizable by virtue of a fuselage rather than fin-mounted tailplane, and was 8 ft longer than the -2, with more than double the internal fuel capacity and APQ-41 radar in the nose (250 built).įrom November 1955, 39 ex-US Navy F2H-3s were transferred to the Royal Canadian Navy. 14 examples of the F2H-2N specialized night-fighter derivative were also completed, these incorporating airborne interception radar in a slightly longer nose.įor reconnaissance, 89 F2H-2P aircraft were completed as new, these being unarmed and featuring six cameras in an elongated nose section.