![]() Uses a Cr/Ni - Al/Ni thermocouple.į-4M, the same grip was used on the F-4J and F-4S aircraft. Than for the remote version at 6.0 x 6.0 cm. (looking towards the back of the instrument) to a 5 V power supply.Īs the gyro is inside, the dimensions of the hole are slightly larger To light the instrument,Ĭonnect pins E and F from the PLA connector on the left hand side Standby attitude indicator, manufactured by Ferranti Ltd., If you have information on the pin connections, please let me know. Such as a radar-guided surface to air missile. Is and if the detected radar type forms a threat to the aircraft, Transmissions of radar systems and can identify what type of radar it Radar Warning Receiver (RWR) Digital Display indicator, Unitħ Ref Design Prefix 7. The instrument and its pinouts, please let me know. Master MK.30 pin m, H= +28 V DC to vibrator, N= chassis ETH, N=Īltimeter test out, R= altimeter test out.į-4M Radio altitude indicator. Master MK.30 pin R, D= synchro to master MK.30 pin k, E= synchro to Master MK.30 pin D, B= rotor to master MK.30 pin Z, C= synchro to Operation in case of power 115 V 400 Hz power failure failure at Servo operated from the MK.30 master altimeter in the rear cockpit,īut reverts to pressure capsule (standby, with vibrator running) The front F-4M cockpit on the main pilot's panel. Xpdr, Z= Rotor out to slave MK.29 pin B, a= B1 xpdr, d= A4 xpdr, e=Ī2 xpdr, f= A1 xpdr, g= D4 xpdr, k= synchro out to slave MK.29 pin D, Pin C, V= C2 Mode 'C' xpdr, W= C1 Mode 'C' xpdr, X= B4 xpdr, Y= B2 J= common xpdr, M= C4 Mode 'C' xpdr, R= synchro out to slave MK.29 de Groot): A= AL6,ī= 115 V 400 Hz ETH, C= chassis ETH, D= Rotor out to slave MK.29 A, Pinouts of theĬonnector at the end of this cable are (source B. The output is via a cable leaving the instrument. Power requirements: 115 V AC, 400 Hz and 28 VĭC. To operate the pilot's MK.29 altimeter when in servo mode, and to the MK.30(B) master altimeter (servo encoding, -1,000 - 60,000įeet) fitted in the rear F-4M cockpit. Phantom page to view instruments common to most F-4 aircraft. Only those flight instruments particular to the British PhantomsĪircraft are shown below. ![]() RAF F-4M and Royal Navy F-4K Phantom II instruments Image of Royal Navy F-4J(UK) Phantom II ZE364 (Previously F-4J, BuNo 155894) rear Together with his navigator Rolfie and the F-4 Phantom FGR XV489 are shown below. The XV489 had a red tail with the tail letter S.Ī sample of his log book with a record of this flight, a picture of him The Sqn flew a Diamond nine formation, of which five Phantoms went to RAF Wattisham, whereas the other four landed at Wildenrath to continue with 19 Sqn for a further 6 months. He was with the 92 Sqn and flew this last flight of the XV489 with his navigator "Rolfie" Dunne. The Phantom FGR with call sign XV489 in July 1991 before it was scrapped. Parkinson (MBE RAF) once flew the F-4M and was the last pilot to fly Serial numbers (ZE350-ZE364) and the designation F-4J(UK) Phantom II.įlt.Lt. Then delivered to the RAF Base at Wattisham in 1984, receiving RAF Were removed and replaced by UK instruments. AN/ASN-54 Approach PowerĬompensator, AN/ASW-25 datalink and AN/ALQ-126 countermeasures systems) They were overhauled and modified at NASR North Island, Phantoms came from Navy storage facilities, such as the Davis MonthanĪir Force Base. Home-defense on strength the RAF purchased 15 Navy F-4J Phantoms. ![]() Using Phantom FGR Mk.2s (F-4Ms), was transferred to Stanley to maintainĪir defense of the Falkland Islands Protection Zone. This Avia issue and others from thisĪfter the Falklands war in the early 1980s, 23 RAF Squadron, Versions as appeared in the Dutch Avia Magazine XV(6), 1966. Advertisement for the Rolls-Royce Spey engine for the British Phantom ![]()
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