Unmanned QF-4X "Daddy Phantom" is our Recommendation

This article is a "System Conceptual Design" proposal. "Phantom Maintainers" was written by researcher author Raif BİLGİN and researcher author Ramazan AVCI (biography of the author is at the end of the article). 

"Let's Not Decommission F-4E Aircraft. Let's Make a Legend Even Greater"...

The service life of the F-4E Phantom II aircraft, determined by its manufacturer Mc Donnell Douglas (later BOEING), is 8000 hours. Manufacturers determine the service life of the aircraft they design and manufacture according to the results of the structural tests they carry out during the test and evaluation phases, and they definitely put a serious safety coefficient, so an aircraft with a service life of 8000 hours can easily serve above this.

Users monitor the structural service life of their aircraft through ASIP (Aircraft Structural Integrity Program) and intervene when deemed appropriate.

In certain periods, the users themselves or together with the manufacturer extend the service life of their aircraft by applying SLEP (Service Life Extension Program). For example, for the Block 40-50 variants of the F-16, the 8,000-hour service life specified by the manufacturer was increased to 12,000 hours by applying SLEP.

Of course, in order to maintain the effective combat readiness of an aircraft, it is necessary to renew or extend the life of many systems, especially avionics, but the main thing is structural integrity. The super machine we call an airplane is a flying platform. It is important for this platform to be able to move in three axes with the desired performance, and in this context, the compatibility of the built structure with the engine(s) that provide it with power, as well as the ability of the weapons, ammunition, etc. systems within it to fulfill the desired performance criteria, and the integration of all these systems with each other.

In the near future, our existing F-4E/2020 Phantom II/Terminator fighter/bombers will reach the end of their service life.  Our F-4E aircraft, which were modernized and renamed as Terminators, were allocated only for bombardment missions with the right decision, and were not used for hunting missions. This is because hunting missions require intense G-force maneuvers in three axes, which wear out the structural integrity of the aircraft more rapidly.

The role we envisage for the F-4E, which we are considering to be re-modernized after the end of its service life, is to attack land and sea targets through deep penetration. No hunting and interception missions are envisaged.

Although the proposed modernization is for the F-4E/2020 aircraft, the same modification can be applied to the F-4Es that were decommissioned +10 years ago, some of which are stored in the Supply Maintenance Centers, and whose structural integrity is intact. 

DESIGN PRIORITIES:

I. Reducing the weight of the aircraft, enabling it to carry more payload and extending its range.

If we have cost-effective national technology, it will be more effective for the aircraft to fly unmanned rather than manned. Flying manned F-4E/2020 aircraft, which have already reached the end of their extended flight life limit, will involve risks in terms of flight safety. However, until the TF-X (MMU-National Combat Aircraft) aircraft, which will be produced domestically, is ready for full combat, our Air Force is in dire need of a 4th or 5th generation aircraft to maintain its deterrent power. Our air power, which was built according to the entry of the 5th generation F-35 aircraft into the inventory, is at risk of being weakened as a result of Turkey's exclusion from the F-35 program. 

In order to prevent this, Turkey had to upgrade 80 of its F-16 Block 50s to Block 70 with the procurement of modernization kits, and order 40 new Block 70s. However, it is obvious that these orders will not be given by the US with a stalling tactic, or at least they will be delayed. In this case, it would be inevitable to purchase a completely different model of aircraft from another country. However, this would also cause various logistical problems.

In this case, the question of how we can use our existing aircraft more effectively may come to mind. For these reasons, we felt the need to brainstorm on how to unman our F-4E/2020 aircraft, which have indispensable features that no air force can ignore and which have reached the end of their extended lifespan, in order to use them more effectively. Since we do not deem it appropriate to take the risk of manning our aircraft that have reached the end of their projected lifespan, why can't we fly these aircraft unmanned like an UCAV? 

The unmanned conversion of our F-4E aircraft means the removal of hundreds of systems on the aircraft, all of which have different functions, all of which are intended to support and save the pilot's life. It is obvious that this will lead to a reduction in the total weight of the aircraft by at least 1/4 and an increase in the payload capacity, range and agility of the aircraft.

A. SYSTEMS WHERE IT IS POSSIBLE TO REDUCE THE WEIGHT OF THE AIRPLANE:

1. Fuselage/Structural System (fuselage, wings, vertical and horizontal tail planes and control surfaces): 

The F-4E is a "Sheet Metal" airplane with fuselage cladding made of metal sheets. At the time of its manufacture, the lightest and strongest material that could be used for fuselage cladding was aluminum or duraluminum, a derivative of aluminum. The part of the F-4E tail cone exposed to exhaust heat is titanium, while all other parts are duraluminum.

In the following years, carbon-fiber composite (CFC-Carbon Fiber Composite) sheets, one of the polymer matrix composites, started to be used extensively as fuselage cladding in aircraft. The specific gravity of aluminum is 2.7 g/cm³, duraluminum is 2.8 g/cm³ and CFC is 1.55 g/cm3. As can be seen from the specific gravity ratios, it is possible to achieve a 45% weight reduction in the outer coating by using only CFC instead of duraluminum.   

All of the aluminum and duraluminum covers on the fuselage of the F-4E can be replaced with CFC covers, which will significantly reduce the weight of the aircraft and reduce radar visibility. 

Figure 1: F-4E Fuselage Skin.

2. Mechanical System (hydraulic, pneumatic, landing gear, fuel and flight control systems):

2a. Conversion of the hydro-mechanical control system to Fly-By-Wire control system:

The flight control systems of the airplane are hydro-mechanical. Replacing the hydro-mechanical system with a Fly-By-Wire flight control system will both reduce the weight of the aircraft and make the flight controls more precise. 

In order for our F-4E/2020 aircraft to be remotely controlled, the two-way hydraulic valves that send hydraulics to the hydraulic pistons that move all moving surfaces must be electronically controlled. In the current system, the aircraft is given direction, altitude and yaw, pitch and roll control by means of the Stick Grip Assy and pedals in the pilot's seat. By means of steel wires connected to the stick and pedals, the relevant moving surface is moved by the extension or shortening of the piston. There is a distance of approximately 20 meters between the pilot's seat and the moving surfaces, and during this distance, the steel wires pass over a large number of rollers in the fuselage and transmit the force applied by the pilot to the hydraulic piston valve. This requires a high level of maintenance on the route of the steel wires. Even the tension of the wires must be checked with special devices. The steel wires must never rub against other materials. It requires extremely precise adjustment. In other words, the system uses the mechanical force of the wires to control the hydraulic system.

Since we will remotely control our F-4E/2020 aircraft; all control materials except the pistons and directional valves that move the moving surfaces are removed. Including the elevator, steel wires, pulleys and fasteners. A mini asynchronous or servo motor is connected to the piston direction valves. Especially servo motors can be controlled in millimeters.  However, they have the disadvantage that they have a permanent magnet and this magnet power weakens over time. However, asynchronous motors do not have a permanent magnet. It produces its own magnet effect itself. However, this will also need a very good braking system and regeneration eliminator circuits when it is fully revved. 

In this system, the purpose of the electric motor is to move the moving surface in direct proportion to the amount of force applied to the elevator. A solenoid can also be used here instead of a motor, but it would be risky to use it since it is not possible to distinguish more or less in the solenoid. The solenoid either fully opens or fully closes the path of the hydraulics, so it is not suitable for use in the control system. Solenoids are electromechanical and electromagnetic circuit elements used to open and close the valves to be fully opened or fully closed in the hydraulic system. 

Directional valves can be likened to a water valve with one inlet and two outlets. When the valve is in the center, the hydraulic circulates between the return line and the reservoir, and when the valve is turned clockwise, the hydraulic in the return line begins to fill the section that will push the piston forward. When the valve is turned counterclockwise, the hydraulics will fill the section that will force the piston to return to its original position in another way. Thus, the moving surface moves left and right, up and down, up and down to its maximum and minimum dimensions. 

In other words, "higher force means more movement". These motors can be manufactured in any size and are rotated left and right by an electronic drive circuit. Thus, we will have the electric motor do the work done by the wire. In order for the motors to rotate, the control signal sent from the control center is transmitted to the receiver of the aircraft through the transmitter, and from there, through the program in the memory of a microprocessor, it is converted into two control signals, i.e. voltages, which it synthesizes. These two signals are a clockwise rotation signal and a counterclockwise rotation signal. Motor electronic drives have two such inputs.  When a control signal is received at the clockwise input, the electronic motor driver outputs a voltage that will rotate the motor clockwise and the motor starts to rotate clockwise, causing the directional valve to change the direction of the hydraulics. The directional valve, through which hydraulic fluid flows continuously, changes the direction of the hydraulics, the piston extends and takes the moving surface with it, and thus the airplane changes its bank, heading or altitude in the direction of whatever control is given. In the case of a counterclockwise signal, the opposite movement occurs. All these clockwise or counterclockwise signals are generated by an operational amplification circuit stimulated by carbon resistive potentiometers or encoders located under a Joystick in the control center. If the same Joystick is mounted in the pilot's quarters, it is possible to use the Fly-By-Wire system in manned aircraft. Thus, the hydro-mechanical aircraft control system is converted into a Fly-By-Wire system. Thanks to this system, a very high amount of weight will be saved. 

In the F-4 aircraft, a Fly-By-Wire flight control system was designed and implemented by its designer McDonnell Douglas, and the system was tested and approved in a demostrator (demonstrator) aircraft. In the aforementioned demonstrator aircraft, a canard was also added for aerodynamic handling efficiency.

2b. Hydraulic System:

There are three separate hydraulic systems on our F-4E aircraft that back each other up. These are PC1, PC2 and Utulity hydraulic systems. These systems are designed and connected to back up each other. Under normal conditions; flight controls are powered by one system, auxiliary systems are powered by another system, and the hydraulics of the M61A1 cannon and landing gear are powered by another system. 

If the M61A1 cannon is removed (and it is appropriate to remove it), perhaps the biggest load will be removed from the utulity hydraulic system. Thus, all the weight of the steel pipes, fittings, valves, speed valves will be removed. In addition, Gun purge, cavity cover and all similar covers and hydraulics are removed from the aircraft to get rid of the weight. Control and landing gear systems are fed from different systems for safety purposes and are connected to support each other in case of a problem. 

The main purpose of this is to protect the pilot's life. However, since the aircraft is now unmanned, there will be no need for these systems to support each other, so it is possible to reduce the number of systems to 2 by modifying the hydraulic system. This will not only contribute significantly to weight reduction, but also reduce the load on the 2xJ79 engines. This means less fuel consumption.  

2c. Pneumatic System:

Since there is no need for the air used for cleaning the M61A1 cannon coming from the 17th stage of the engines and for the pilot's breathing, the complete system is dismantled together with its pipes. The pilot space heating and cooling system, which is no longer needed, is removed from the aircraft. Except for the ones used for cooling the material and electronic components. Because the heated electronic components will need to be cooled. 

2d. A conformal fuel tank may be added under the fuselage and/or on the fuselage: 

It would be more appropriate to add conformal fuel tanks on both sides at the junction of the fuselage and the top of the wing, as in the F-16 Block 50s, but not under the fuselage. By adding conformal tanks, the aircraft's range will be prevented from decreasing due to the weight of the ammunition load. 

When fuel tanks are installed at the outer and centerline weapon stations (hard-points) numbered 1, 5 and 9; ammunition cannot be loaded at these stations. This causes loss of payload at long ranges. However, with the conformal fuel tank, this loss will be prevented and the payload carrying capacity will be increased and the range will be extended.

Figure 2: Conformal Fuel Tank Models and Zones Applicable to F-4 Aircraft.

3. Takat System (Engine): 

The F-4E/2020 is powered by 2xJ79 turbojet engines. These engines are old technology heavy engines. They can be replaced with newer, lighter engines that will provide thrust approximating that of the J79s. However, since jet engines are very expensive systems, engine replacement may remain optional. 

TEI (Turkish Engine Industries) is currently working on the production of indigenous turbojet engines. It is followed from open source information that the design of an engine with 35000 pounds of thrust to be manufactured for TF-X is ongoing and that the production of this engine is in question within a few years. Therefore, these engines can also be used if necessary, but we believe that it would be more logical to fly with J79s due to the difficulties of integrating the new engine into the old aircraft. 

The engine throttle levers in the pilot's cabin will be removed from the aircraft together with all steel wires, fasteners and rollers. Instead, two asynchronous or servo motors will be used for remote control, just like in the control system, to control the fuel input to the engine. Thus, the mechanical throttle lever will be remotely controlled.

4. Electrical System (power generation, distribution and emergency power):

During the Terminator modernization, the electrical distribution system of the F-4 has been largely renewed. There will be no need for additional renewal. However, the existing system has been designed and manufactured with redundancy to minimize the risk to the pilot's life in manned flight and to replace each other when the expected risk is realized. For this reason, it will be appropriate to dismantle the parts of the electrical system of our F-4E aircraft, which are no longer manned, in order to save the pilot's life or to save time, in order to reduce weight. 

5. Avionics Systems (communication, navigation, weapon targeting, displays and warnings, and auxiliary management system) and Display System: 

In the unmanned flight mode option, all existing avionics on the aircraft, all controls, panels, displays, screens, switches, commutators, and the mechanical mounting elements that hold them all will be removed. Because the work done by all these will now be done by electronic circuit elements such as relays, transistors, FETs, MOSFETs, IGBTs, which are controlled by synthesizing voltage from the output of a microprocessor operating by receiving command signals sent from far away. This will be of great benefit for weight reduction. In fact, since none of the electronic equipment in the aircraft can be used in an unmanned aircraft because it is not intended for remote control, all electronic equipment will be removed, except for electronic systems that operate on their own without receiving signals from anywhere else (e.g. anti-skid system, etc.). 

So what will be installed in their place? Instead of these systems, all electronic hardware and software used in our unmanned aerial vehicles (TB-2, Anka, Aksungur, Akıncı, Kızılelma), which have gained worldwide fame today, will be installed on the unmanned F-4E aircraft. In particular, we believe that all the software and hardware of the Kızılelma MIUS (National Unmanned Aircraft System) will be the most suitable. Of course, it may not be possible to use an indigenous software and hardware on every platform without any modifications. However, it is possible to use the software and hardware in question with some modifications. Integration of these systems into the F-4E will be easily possible.    

5a. Radar 

As mentioned above, all electronic equipment must be suitable for remote control. In other words, all electronic equipment should be able to search and find information on its own and send this information to the management center and all electronic equipment should be able to operate with the commands from the center. When the radar receives the command from the management center, the system must give feedback. The whole system and the radar must work in this way, that is, they must communicate. It is not possible to integrate the remote control system into the existing electronic equipment since all existing electronic equipment and radar do not have such a function, and even if they did, they would not be able to communicate due to the difference in communication protocol, and even if they did, they could be hacked by enemy forces. For this reason, all electronic equipment will be removed from the aircraft together with its cable harnesses and sockets.

In addition, the communication between all electronic equipment and its components must be connected with a system similar to Mux Bus 1553. This will allow us to reduce the weight of the aircraft by providing fast and reliable communication with the components mounted all over the aircraft over only two cables, as well as the possibility of performing the operation that we would do by pulling thousands of cable lines with only two cables.    

There is no doubt that the radar of our F-4E/2020 aircraft, whose radar was last replaced with the 2020 modernization in 2000, has become outdated again in the 23 years that have passed and needs to be renewed. As a matter of fact, every new aircraft will now have an AESA radar. Therefore, the existing radar will have to be completely dismantled due to its unsuitability for remote control and its obsolescence. It will be replaced with an AESA radar (Active Electronically Scanned Array), which is also used on the most modern aircraft (F-16 block 70 and F-35). 

Of course, this new radar will also need to be adapted for remote control. It has been learned from open sources that ASELSAN, the center of our military electronics, has concluded its work on the AESA radar and has even reached the delivery stage, and that this AESA radar will be used on the AKINCI TİHA and KIZILELMA. Therefore, there is no reason why the same radar cannot be used in our proposed "Unmanned F-4E/2020". 

5b. Weapon System:

Since the unmanned F-4 is our priority and since this aircraft will not be involved in a dogfight, the M61A1 cannon in the nose can be removed and replaced with the sensors of the "SEAD/DEAD Suppression and Destruction of Enemy Air Defenses" system.  

However, in the event that our unmanned F-4E/2020 may one day be used as a close air support aircraft for Land Forces Command elements on the battlefield, the retention of the M61A1 cannon should be considered separately. Because close air support means attacking enemy ground elements from as low as possible. While this would be a great risk for manned aircraft, it would be a risk-free mission for unmanned aircraft. This issue should be specifically evaluated by fliers and operational planners. 

The new SEAD/DEAD systems used in the electronic suppression of enemy radars should be equivalent to the weight of the M61A1 cannon, or the capacity of the No. 7 fuel tank, which was installed to balance the weight of the 1100-pound cannon, should be reduced as needed. Thus, the stability of the aircraft will be restored. All inner and outer pylons and the centerline raft will be removed and replaced with new pylons, which are smaller in size and have air or hydraulically pressurized rafts. The average weight of each pylon is about 100 kg. If new pylons are manufactured as proposed, it is possible to reduce the weight of each pylon to 20-25 kg. 

When INS, GPS and navigation systems were not yet available, it was a necessity for the aircraft to fly as low as possible in order to hit the target with accuracy. However, in this case, it was very likely to be shot down by enemy air defense elements. Therefore, in order to avoid being shot down, the aircraft had to fly both low and at a very high speed. This led to the need for bomb racks that could fire at very high speeds. In order to fire at such high speeds, bomb racks firing with cartridges (Cartridge ARD446-1, CCU44) were developed. All F-4E aircraft are equipped with MAU-12B/A cartridge bomb racks on the inner and outer pylons and BRU-5/A cartridge bomb racks on the Centerline pylon. These releases can fire at a minimum speed of 20 milliseconds on F-4E aircraft. 

However, due to the superior avionics of the unmanned F-4E aircraft, it will no longer need to get too close to enemy targets and drop bombs at high speed. For this reason, instead of the cartridge system, compressed air or hydraulically operated releases will be used, as in the F-35 and TF-X (MMU-National Combat Aircraft). With this system change, the use of air- or hydraulic-operated rafts instead of the current cartridge raft, which weighs 45-50 kg, will mean a reduction in the weight of each raft to 10-15 kg, and a complete end to the consumption of cartridges, which have many burdens and risks in terms of maintenance, economy, and air and ground safety. 

All combat aircraft have two weapon systems: normal and emergency (Emergency Jettison). While the normal weapon system discharges all live weapon systems, the Emergency Jettison system is used in the event of an emergency, i.e. when a problem occurs in vital systems such as control, engine, hydraulic, electrical, or when it is necessary to quickly move away from enemy air defense and interception elements, and all ammunition is blindly ejected from the aircraft. In this way, weights that would interfere with the aircraft are eliminated. Although there is no pilot whose life needs to be protected, we believe that the Emergency Jettison weapon system should be retained for his own safety or in case the aircraft crashes into a residential area. 

Although these modifications were intended for bombing, we believe that the AIM-9 Sidewinder missile system on board should be preserved for the aircraft's self-protection. However, the Sidewinder missiles are mounted on the aircraft's internal weapon pylons 2 and 8. This makes it difficult to load air-to-ground payloads at the same time. For this reason, it would be appropriate to mount these missiles instead of the AERO-7 Launchers in the AIM-7 missile mounts under the fuselage. Since the indigenously produced Gökdoğan and Bozdoğan missiles, which are currently in inventory, are similar to these missiles, it will be possible to load them on the same stations. 

In fact, by installing additional new stations and pylons to the left, right and right of the inner, outer and centerline weapon stations numbered 1, 2, 5, 8 and 9, the payload gained through weight reduction can be integrated into the aircraft. 

6. Canopy & Chair System:

In the unmanned model; ejectable seats will not be required. The removal of these systems will both increase the cockpit volume and contribute to weight reduction. All chairs, catapults, cradles and canopy explosives will be removed. The canopy and seals for pressurization will be retained. Pressurization requires balancing internal and external pressure to maintain the structural integrity of the aircraft. The canopy glass of the aircraft, which will no longer need a canopy glass for durability, will be replaced with carbon-fiber composite (CFC-Carbon Fiber Composit) sheets. Thus, weight reduction will be achieved.

7. Environmental Systems (air conditioning, life support system and cabin pressurization systems):

In the unmanned flight mode option, there will be no need for a human-related ventilation system. However, the pressurization system is of vital importance for balancing the internal and external pressure, thus protecting the structural integrity of the aircraft. Therefore, it is appropriate to retain the pressurization system, but the pilot air breathing lines and oxygen system, chair, catapult and skids will be completely removed. The removal of these systems will both increase the cockpit volume and contribute to weight reduction. The increased cockpit volume will be necessary for the installation of all new remote control electronic components to be installed on the aircraft.

II. Additional Efficiency Enhancing Systems:

1. Software (embedded and operational software):

Since none of the flight and fire control computers and software are suitable for remote control, all of them will be removed from the aircraft. As stated above, no electronic hardware and software will be left on the aircraft, as the software and hardware of the Kızılelma or Akıncı TUAV, which are suitable for remote control of the aircraft, will be integrated (this is our recommendation).  

2. Terrain-Following Radar (TFR) Addition:

Terrain-following radar (TFR) is a military aviation technology that enables a very low-flying aircraft to automatically maintain a relatively constant altitude above ground level, making it difficult to be detected by enemy radar. 

TFR systems work by scanning a radar beam vertically in front of the aircraft and comparing the range and angle of the radar reflections with a pre-calculated ideal maneuvering curve. By comparing the distance between the terrain and the ideal curve, the system calculates a maneuver that will allow the aircraft to clear the terrain at a preselected distance, usually 100 meters (330 ft). Using TFR allows an aircraft to automatically follow terrain at very low levels and high speeds.

If it is possible to integrate TFR into "Baba Phantom", SEAD/DEAD attack effectiveness and raid capability will be increased, and the probability of enemy fighter and interceptor aircraft detecting, tracking and shooting down "Baba Phantom" will be reduced.

In the event that the national AESA radar, which we envisage to be integrated, meets the TFR specifications, the TFR prediction will not need to be downgraded.

3. ILS (Instrument Landing System) Landing Capability:

It would be appropriate to provide the aircraft with landing capability with the integration of the ILS system. 

4. Compatibility with Network Supported Operational Environment:

If requested by the operational planners, the aircraft will be able to operate in a network-enabled operational environment with the integration of the necessary link lists. It can communicate and coordinate with other combat air platforms, unmanned aerial vehicles, helicopters, relay platforms and surface platforms in the networked operational environment. It can even be controlled, guided and its weapon systems can be fired by manned aircraft in the air.

III. Care and Maintenance System:

Maintenance and sustainment of the "Father Ghost" will not be a problem. The Turkish Air Force F-4E units, and especially the 1st Air Supply Maintenance Center, have a tremendous F-4E knowledge, skills and experience at the Line, Base and Factory Level. There will be no problem in the maintenance and sustainment of the systems we propose to procure from national companies. The Turkish Air Force has a world-class MRO&MC (Maintenance, Repair, Overhaul and Modernization Center) capability for the F-4E.

1. The Maintenance Concept to be applied should be "Don't Fix It If It Ain't Broken":

Leave the QF-4X Father Phantom as it is; avoid trying to fix or improve what is already adequate. Do not make unnecessary expenditures. Don't try to change something that works well. 

We are used to it in our manned aircraft; planned periodic maintenance, many parts are replaced depending on the working hours, depending on the schedule, this is necessary, yes, these changes are beneficial in terms of flight and system safety. 

But in an unmanned airplane, there is no significant risk other than the inability to use the airplane. In particular, there is no risk to the life of the pilot flying it.

Therefore, for the QF-4X Baba Phantom, periodic hot checks (by starting the engine) and rule checks will be more than sufficient.

Only by identifying one or two test aircraft to check the effectiveness of the system and flying only these aircraft, a fleet-wide combat readiness assessment can be easily made.

2. There is no need to fly the entire fleet continuously, only test aircraft flights are sufficient:

Yes, manned aircraft have to fly a certain number of flights per year. This is "not because the airplanes need to fly". It is because the pilots who fly them need flight training.

IV. OUR SUGGESTION on the PLACE of "FATHER FANTOM":

Our additional suggestion is the establishment and deployment of an "UNDERGROUND AIR BASE" on the Aegean coast, in a mountainous region, preferably within the borders of a missile base, embedded in the mountain, with landing and take-off facilities such as aircraft carrier aircraft take-off ramps and catapult systems. The proposed deployment site can also be considered as a kind of "Fixed Aircraft Carrier".

This would give the "Baba Phantom" the capability of a sudden raid, eliminate the risk of flying over residential areas by enabling it to take off towards the sea, eliminate the need and cost of a long runway due to its structural robustness designed for landing and taking off from an aircraft carrier, and make raid-type sudden attacks on it more difficult. Most importantly, the deterrent effect of such an unmanned aircraft and an airbase embedded in a mountain would be very high. Important.

Note: The image below is representative.

Conclusion and Recommendations:

The era of scrapping decommissioned jet fighters is about to end. The intensive introduction of UAV/UAV systems into the military aviation agenda has accelerated the development of remote unmanned aircraft flying techniques and technologies. Turkey is in the league of advanced countries in this field.

On the other hand, no UCAV yet has the "warfighting capability" that a real fighter jet is loaded with and carries out.

So why not integrate the advantages of both platforms?

The world is conducting serious studies in this direction, and these studies will be evaluated and carried out by countries that threaten us.

Exempted from manned flight service, "jet fighter jets that can be flown unmanned" are "force multipliers" for the air forces of countries. are candidates to become valuable platforms with minimal maintenance and upkeep.

As Phantom Maintainers, it is our recommendation and wish that one of the pioneers of these platforms will be the QF-4X Father Phantom.

Researcher Author Ramazan AVCI's Biography:

I was born in Islâhiye district of Gaziantep in June 1966. I completed my primary and secondary education in Adana. In 1985, I successfully graduated from the Electronics Department of Adana Industrial Vocational High School. I successfully graduated from the Aircraft Maintenance class as an Aircraft Weapon Ammunition Technician on August 30, 1987 and joined the ranks of the Air Force with the rank of Petty Officer Sergeant. In September 2007, I successfully graduated from Anadolu University, Faculty of Economics, Department of International Relations.

After one year of military, electrical, electronics, hydraulic, pneumatic, aviation and aircraft training, I was assigned to the 8th Main Jet Base Command (Diyarbakır) in September 1987 for the first time on F/CF-104 aircraft. I worked as an Aircraft Weapon Systems Technician on F/CF-104 aircraft for a total of 6 years and was assigned to the 1st Main Jet Base Command (Eskişehir) in July 1993 on F/RF-4 aircraft. I worked as an Aircraft Weapon Systems Technician on F/RF-4 aircraft for a total of 12 years.

In 2005, I was assigned to the Quality Assurance Supervisor who supervised the aviation and technical activities of the Aircraft Maintenance Command of the same unit. After working in the Quality Assurance unit for a total of 3 years, I was assigned to the 3rd Main Jet Base Command (Konya) in July 2008.

Here, after working in the Quality Assurance unit for a total of 4 years on F-4 aircraft, I retired on my own will in February 2013.

After retirement, I worked as a service chief in the sales, service, maintenance, breakdown and installation of CNC machines of Far Eastern origin and repair of Electronic Cards in a private company located in Konya OSB (Organized Industrial Zone) until 2020. 

I have been married to my wife Asuman for 31 years, and I am the father of three children, one girl and two boys, the first of whom is a girl Electrical and Electronics Engineer, the second is a non-commissioned officer in the Gendarmerie General Command, and the third is a boy who is only 6 years old. I reside in our own house in Konya.