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A US Navy requirement for a turbojet-powered carrier-based night fighter resulted in Douglas receiving a contract for three prototype aircraft in this category under the designation Douglas XF3D-1.
The type emerged as a cantilever mid-wing monoplane of all-metal construction, the wings incorporating hydraulic folding for carrier stowage. The circular-section fuselage mounted hydraulically actuated speed-brakes, provided side-by-side pressurised accommodation for the pilot and radar operator, and carried at the rear a tail unit very similar to that of the D-558-1 Skystreak. An unusual feature was a crew escape tunnel, extending from the rear of the cabin to the underside of the fuselage. Landing gear was of retractable tricycle-type, and the powerplant of the prototypes comprised
two 1361kg thrust Westinghouse J34-WE-24 turbojets, mounted on the lower edges of the forward fuselage, beneath the wing roots.
The first prototype made its maiden flight on 23 March 1948, but while company testing was still in progress an initial contract for the construction of 28 F3D-1 Skyknight production aircraft was received. The first of these was flown on 13 February 1950 and the type began to enter service in early 1951. The F3D-1 differed from the prototypes by having improved avionics and equipment and, as delivered initially, had 1361kg thrust J34-WE-32 turbojets. These engines were uprated subsequently to 1474kg thrust, becoming redesignated J34-WE-34.
Before delivery of the first F3D-1,
Douglas had received a contract for production of an improved F3D-2, which was to be the major and ultimate production version, with a total of 237 built. It was intended that the F3D-2 should be powered by 2087kg thrust J46-WE-3 turbojets, but development of this engine was abandoned and, instead, they were all powered by J34-WE-36s. Improvements included the provision of an autopilot and updated systems and equipment. The first of these F3D-2s was flown on 14 February 1951 and all had been delivered just over a year later. The Skynight saw extensive use in Korea, this all-weather fighter accounting for the majority of all victories scored by the US Navy and US Marine Corps.
F3D-1s and F3D-2s were redesignated F-10A and F-1OB respectively with introduction of the new US tri-service designation system in September 1962. Some Skyknights had been retired by 1965, but many ECM versions were operating in Vietnam until 1969.
| MODEL | F3D-2 |
| ENGINE | 2 x Westinghouse J34-WE-36/36A turbojets, 1542kg |
| WEIGHTS |
| Take-off weight | 12179 kg | 26850 lb |
| Empty weight | 8237 kg | 18160 lb |
| DIMENSIONS |
| Wingspan | 15.24 m | 50 ft 0 in |
| Length | 13.97 m | 46 ft 10 in |
| Height | 4.88 m | 16 ft 0 in |
| Wing area | 37.16 m2 | 399.99 sq ft |
| PERFORMANCE |
| Max. speed | 909 km/h | 565 mph |
| Cruise speed | 628 km/h | 390 mph |
| Ceiling | 11645 m | 38200 ft |
| Range | 1931 km | 1200 miles |
 | A three-view drawing (1663 x 1270) |
| JERRY DIXON, pasopop(@)yahoo.com, 03.02.2010 Flew the Aircraft out of El Toro, VMF(AW)542 from late 1955 thru 1956 and then to VMF(AW)513, Atsugi from 1957, early 1958. First AC out of Flight Training. Was a good aircraft and very forgiving for a green pilot. Thank goodness for M/Sgt Lee Simpson, an NAP, who took me under his wing. Only had one incident out of Kadena, Okinawa. Shelled out the right engine at about two hundred feet on take off. Managed to get back around and land without too much trouble except for the lump in my pants. S/SGT Richard Long was the RO. He had the same problem. Glad to read the comments from each of you remembering a fine old AC. | | Fred Owlett, fowlett(@)cinci.rr.com, 21.01.2010 I flew the F3D-2Q version with VMCJ-3 in 1958-59 out of El Toro and Iwakuni, Japan. It wasn't a real high-performance
aircraft but with its big old straight wing it could outturn a MIG-17 at 42,000 feet and with its 4 20 MM cannons, it was ready to rumble with anyone dumb enough
to try! | | Ron Stout, Quinata(@)att.net, 16.01.2010 I flew as R.O. in the F3D-2's with VMF(N)542 at El Toro and in combat in Korea with 513.I flew in the plane on a pylon at Los Alamitos and the ones in the museums at Miramar and Tucson.It was way underpowered and the J34's were prone to compressor stalls that could scare you mindless.The APQ-35 radar used vacuum tube electronics requiring lots of techs working to keep it operating.The APS radar in the tail saved my rear many times when MIGs tried to sneak up on us under ground control in North Korea.It was indeed a bitch to bail out of and some friends came to grief trying. | | Bill Thomas, wnorwoodthomas, 08.12.2009 I was with VMCJ-2 at MCAS Cherry Point from 1963-1966. The F-10 Skynight was one of four aircraft that we serviced, the others being the RF-4B phantom, RF-8U Crusader and the EA-6A Intruder. The F-10's nickname was Willy Fudd and I can't tell you why. Other than being old it was a fine aircraft that logged many hours up and down the East Coast and in the Carribean. If any one is interested I have a couple of photos of all four aircraft in flight over C.P. | | Jeremy Leon, JeremyJetpilot(@)cs.com, 19.08.2008 1957 I was in VMF(AW)513 flying the F3D-2s out of Atsugi, Japan. We flew into Korea, the South CHina Sea area, and accompanied a number of U2 flights out of Atsugi heading for the mainland over Korea. Great a/c, but a bitch to get out of if you weren't straight and level. We had a great crew of ROs who did a fabulous job. Loved the a/c. | | Richard C Denver, denver1014(@)bellsouth.net, 14.06.2008 This AC was one of many that were tested on the USS Intrepid CVA 11 equiped with the first American Steam catapults. When launched from the Port cat. the cat. had a bad habit of throwing up a stream of WATER from the track
just as the shuttle reached the end. With TWO air intakes on under side of the ac it was "Flame out" befor the main
gear left the deck...
the bottom of the AC | | Jim Perkins, jperkin487(@)aol.com, 09.06.2008 I was with VMF(n)-531 at MCAS Cherry Point, NC in 1952 when the squadron transitioned from Grumman F7F Tigercats to the F3D. I remember the training for exiting the aircraft. They would jack-up the aircraft, place mattresses underneath and the crew members would practice sliding down the chute between the pilot and radar operator's seats |
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