NORTH AMERICAN FJ-5 FIGHTER

A Navalized Derivative of the F-107A

Jared A. Zichek

MERICAN

EROSPACE

RCHIVE

The American Aerospace Archive is published periodically by Jared A. Zichek (6021 La Jolla Hermosa Ave, La Jolla, California 92037) and is printed and distributed by MagCloud (www.jaredzichek.magcloud.com). American Aerospace Archive Number 2.01 (ISSN 1943-9636) is copyright 2008 by Jared A. Zichek. All rights reserved. All featured text and images are copyright 2008 their respective copyright holders. Reproduction of any material in part or in whole without its creator's permission is strictly forbidden. The Ameri-can Aerospace Archive accepts no responsibility for unsolicited manuscripts, photos, art or other materials. Submissions are considered on an invitational basis only. Email your comments and suggestions to editor@aeroarchivepress.com and visit our website at www.aeroarchivepress.com.

ABOVE:

Insert caption here.

COVER:

Photo o the NorthAmerican FJ-5 wind tunnel model.

he July 6, 1955 proposal or theNorth American Aviation (NAA)"Improved FJ-4," also designatedthe FJ-5 (by the company, not by theNavy), was essentially a navalized ver-sion o the Air Force F-107A. Te latteroriginated rom an in-house study ora successor to the F-100A Super Sabre,dating rom March 4, 1952. Designat-ed by the company as the F-100B, thisaircra would evolve into the F-100BIinterceptor, which eatured a variable-area air intake under a sharply pointednose radome. Further renement o the design led to the inlet being moveddirectly above and immediately behindthe cockpit. As an interceptor, the pro-posal ailed to impress the Air Force,and the aircra was subsequently rede-signed into a ghter-bomber, receivingthe F-107A designation on July 8, 1954.Ordered as a back-up to the RepublicF-105 Tunderchie, the F-107A's ca-reer was cut short by the unreliability o its variable-geometry inlet and lack o unding. Only three aircra were built,ending their days in aerodynamic test-ing at NACA.

Te FJ-5 appears to have been anattempt by NAA to leverage the work it had done on the original interceptor variant o the F-107A, repurposing it tomeet Navy requirements. It was pitchedto the Navy as an evolution o the FJ-4Fury, a capable but unspectacular ght-er that was largely relegated to MarineCorps units. In act, the production FJ-5would have been virtually a new designthat shared little in common with itspredecessor. Only the prototype sharedthe wing and main landing gear o theFJ-4, as will be discussed in the ollow-ing sections.

Design Inormation

Te proposed airplane design com-bined the FJ Series airplane with a Gen-eral Electric J79 aerburning engine, toprovide a carrier-suitable, supersonic,extremely high altitude, air superiority day ghter with interceptor capabilities.

Perormance estimates or the produc-2

Above:General arrangement drawing o the basic North American FJ-5 ghter.Cover:Photo o the FJ-5 one-tenth scale wind tunnel model.

tion airplane were based on J79-GE-2engine perormance circa March 15,1953. However, GE test data or the J79-GE-2, with increased airow rates, indi-cated that the 1957-58 production enginewould have improved perormance. Teproduction airplane, as revised, reectedincreased perormance as per the tablebelow right.Te Model FJ-4 airplane wing wasredesigned to a new "thinness" ratio o ve percent with an increase in area to400 sq . A new "our percent" empen-nage and a high neness ratio, low draguselage were also incorporated. Otherdesign eatures included provisions orcarrying 2 or 4 olded n "Sidewinder"missiles; 2 internal rocket packages ac-commodating 68 unguided "Gimlet"rockets; or our 30 mm MK 4 cannonswith 104 rounds o ammunition per gun;installation o search and range radar(NASSAR) with provisions or the al-ternate installation o a government ur-nished Magnavox radar; and an internaluel capacity o 1,040 gallons. Strengthwas provided or a load actor o 6.0 g'sat a design gross weight o 18,844 lbs.Te proposal also included prelimi-nary drawings depicting alternate con-gurations o the airplane designed or:1) supersonic photo reconnaissance mis-sions and 2) super perormance ghterand interceptor missions with rocket en-gine augmentation. As showing in thedrawings on pages 32-35, the proposedproduction design was readily adaptableto these alternate congurations with aminimum o changes.o initiate the program and alsoprovide production lead time, NorthAmerican proposed to abricate an en-gine test stand, one engine prototype,one production prototype airplane and3

EngineJ79-GE-2 (March 15, 1953)J79-GE-2 (1957-58 Modifed)

Max Speed, 10,000 (Kts/Mach)663/1.04698/1.095Max Speed, 35,000 Max Power (Kts/Mach)828/1.44909/1.58Combat CeilingMax Power ()58,50060,000Rate o Climb, 10,000 ( per minute)27,90032,500Combat Radius(5 mins A/B and 15 minsmilitary power at combatweight and 40,000  ceiling)450/2.1Extended Combat Radius(20 mins military power atcombat weight and 40,000 ceiling)584/2.62urning Perormance Hold-ing 50,000 Altitude (g)1.61.67Max Trust14,35015,750Mil Trust9,29210,200Normal Trust8,8909,760

a static test airplane. Te engine pro-totype airplane would have been abri-cated rom a uselage and empennagedesigned or the production version o the new airplane, and a Model FJ-4 wingand main landing gear.

Simplied inboard prole o the basic North American FJ-5;more detailed inboard proles o the prototype and basicversion can be ound on pages 6-7 and 10-11, respectively.