Why does the phantom 3 advanced get better range than the phantom 4?

Navy aviators of the early 1950s made do with jet aircraft hamstrung by the requirements for carrier landings. KennedyвЂ™s torch-has-been-passed inauguration speech, then only weeks away. Delivered to CaliforniaвЂ™s Naval Air Station Miramar in December 1960 as a fleet defender purpose-built to intercept high-flying nuclear foes, the massively powered, technology-chocked F-4 seemed to herald the same break from 1950s orthodoxy as John F.

Just how convoluted the glitches could get was demonstrated when baffling control losses were traced to a random match between the pitch of one test pilotвЂ™s voice in the headset mic and the particular resonance of a signal controlling autopilot activation.ДЄfter the F-4 eliminated the F8U-3 in a competitive fly-off, George Spangenberg, an official in the Navy Bureau of Aeronautics, declared: вЂњThe single-seat fighter era is dead.вЂќ Though its General Electric J79 engines advertised its arrival with a smoke trail visible 25 miles away-a Phantom calling card that would take two decades to engineer out-the first F-4 production models rolled off McDonnellвЂ™s assembly line with Mach 2 capability as standard equipment and a 1,000-hour warranty. Voltage wandered wire to wire, producing crazy glitches: Gauges displayed 800 gallons when the fuel tanks were empty.

Cheek-by-jowl components generated clashing sources of electromagnetic energy. On the factory floor, integrating 30,000 electronic parts and 14 miles of wiring gave troubleshooters a fit-and job security. A network of onboard sensors extended nose to tail. Though not strictly solid state, the airframe was stuffed with state of the art: Westinghouse radar, Raytheon missile fire control, advanced navigation systems, and an analog air-data computer. For the air-to-air encounters of tomorrow, gunnery was supplanted by radar-guided missiles. The F-4вЂ™s rear cockpit was there for a backseater to handle what was sure to be a heavy information load. McDonnellвЂ™s and the NavyвЂ™s design philosophy assumed the next war, not the last. By 1962, F-4 program manager David Lewis would be company president. Now designated F4H-1, the project soon engulfed the entire resources of вЂњMcAir,вЂќ as the company was known. As the engineers worked, the Navy clarified its concept of air superiority: The service wanted a two-seat, high-altitude interceptor to neutralize the threat Soviet bombers posed to AmericaвЂ™s new fleet of Forrestal-class super-carriers. Louis, Missouri factory known as the advanced design cage-a cluster of three desks and a few drafting boards partitioned off with drywall topped with chicken wire-just four engineers worked on the airplane that would propel naval aviation into the future. The Navy green-lighted McDonnellвЂ™s concept, as well as a competing offer from Chance-Vought that updated the F8U Crusader. NavyвЂ™s request for a twin-engine air superiority fighter. In 1954, the ambitious founder of McDonnell Aircraft personally delivered to the Pentagon preliminary sketches based on the U.S. вЂњAll we had to work with at the beginning was a gleam in the customerвЂ™s eye,вЂќ said James S. military, the Phantom performed every combat task thrown at it-almost every mission ever defined. To see that massive thing in flight and be right there in the air with it-you can imagine the exhilaration.вЂќДЇor nearly four decades of service in the U.S. Of pacing a Titan II in a two-seat fighter, Petry says: вЂњAbsolutely beautiful. Matching velocity with a Titan rocket for 90 extreme seconds, the Phantom powered through the missileвЂ™s thundering wash, then broke away as the rocket surged toward space. After a Mach 1.2 dive synched to the launch countdown, he вЂњwalked the contrailвЂќ up to the intercept, tweaking closing speed and updating mission control while camera pods mounted under each wing shot film at 900 frames per second. вЂњThose two J79 engines made all the difference,вЂќ says Petry.

Why does the phantom 3 advanced get better range than the phantom 4?