Due to the engines' lighter weight and greater fuel efficiency, the Super Phantom could also fly considerably further. This put it on par with the fourth-generation F-15E Strike Eagle and could accelerate 27 percent faster, and take off with 20 percent less runway. (A jet with a thrust-to-weight ratio exceeding of 1.0 or higher can fly straight up at a 90-degree angle and still accelerate.) As a result, the Super Phantom could climb 36 percent faster and sustain turns 15 percent faster which combined with wing slates. Less then a year later, the port engine was replaced as well, and the fully re-engined Phantom made its first flight on April 27, 1987.īy all accounts, the up-engined Phantom's performance was extraordinary, boosting the F-4E's thrust-to-weight ratio from. Later in July 986, as IAI proceeded with development of the Lavi, it modified F-4E Phantom #336 to serve as test-bed, replacing its starboard J79 engine with a PW1120-possibly with assistance from Boeing. However, the Air Force cut funding for the project in 1984. The Boeing Super Phantom would also have come with aerodynamic conformal fuel tanks that nearly doubled range while inducing less drag than wing-mounted drop tanks. In 1983, Boeing and Pratt & Whitney proposed a “Super Phantom” upgrade powered by the PW1120, which was vastly more fuel-efficient and produced roughly 30 percent more thrust than the Phantom’s smoky 50s-era J79 turbojets. The resulting PW1120 turbofan was significantly smaller and shorter than the F100 but generated nearly as much thrust and had 70 percent interchangeable parts. In 1980, IAI selected engine manufacturer Pratt & Whitney to develop a smaller variant of the F100 turbofan powering the F-15 for use in the Lavi.
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