For a quarter-century, the McDonnell F-4 Phantom II has risen from land and sea to take command of the air, to carry out the strike mission, to fight MiGs, and to join the Thunderbolt, Mustang and Sabre among the immortals of American fighter aviation. Its bent wings, drooped tail and twin-engine configuration a trademark, the Phantom was the first aircraft which could detect, intercept and destroy any target within its radar range without assistance from surface-based radar. Built as an interceptor, it became a MiG killer, but it also excelled at ground attack, 'fast FAC', reconnaissance, and other duties.
The F-4A (US Navy F4H-1F) was a developmental variant, the first making its maiden flight at St Louis on 27 May 1958. It was followed by the US Navy's operational F-4B (F4H-1), powered by two 7711kg afterburning thrust General Electric J79-GE-8 engines. The F-4B model attained an altitude record of 30040m on 6 December 1959, a speed record of 2585km/h on 22 November 1961, and a low-altitude speed record of 1452km/h on 20 August 1962, the last-named not being beaten for 16 years!
The EF-4B designation went to one airframe used for ECM training, and two modified, development airframes bore the NF-4B designation. The QF-4B is a drone conversion. The RF-4B reconnaissance derivative served only with the US Marine Corps.
The F-4C (F-110A) was the US Air Force's first Phantom, the first example being flown on 27 May 1963. The F-4C became operational with the 12th and 15th Tactical Fighter Wings at MacDill AFB, Florida, in January 1964. Some 583 were built, 40 being transferred to Spain. The service-test YRF-4C (YRF-110A) led to the RF-4C (RF-110A), 499 of which were constructed for the photo-reconnaissance role. The F-4D Phantom fighter-bomber introduced a capability to deliver precision-guided munitions (PGM), or 'smart' bombs. Some 825 were built, including 32 delivered new to Iran and 36 transferred to South Korea.
Once in action in Vietnam in 1965, the Phantom seemed to need a gun to augment its missile armament in close-quarter battles with MiGs. The SUU-16/A 20mm external gun pod was an interim measure. The F-4E, first flown on 7 August 1965, introduced more powerful J79-GE-17 engines but its principal change was the internally-mounted M61A1 20mm cannon. Although superior pilot training would later prove more important than the cannon in establishing a 2.5-to-1 kill advantage over North Vietnamese MiG-17, MiG-19 and MiG-21 fighters, the F-4E became the definitive Phantom, and 1,397 rolled off the line. Examples were supplied to Australia (on loan), Greece, Iran, Israel, Turkey, South Korea and West Germany; and 140 F-4EJs were licence-built by Mitsubishi in Japan. The RF-4E was an export reconnaissance derivative, supplied to Greece, Iran, Israel, Japan and West Germany.
By the mid-1960s, the Phantom was just about the best-known fighter in the world. On 2 January 1967 in Operation 'Bolo', F-4Cs of the 8th TFW under Colonel Robin Olds shot down seven North Vietnamese MiGs. Increasingly, F-4Ds took over from the Republic F-105 the job of bringing ordnance to bear on Vietnamese ground targets. Visitors to St Louis, where McDonnell took over Douglas in 1967, wanted not merely to see the heavy, complex fighter put together by Herman Barkey's design team, but to buy it.
The F-4F was a specialised air superiority version for the West German Luftwaffe, and 175 were delivered. The F-4G designation had been used initially for 12 aircraft taken from the US Navy F-4B production line. They had the two-way ASW-21 data-link system for automated carrier landings, and all later reverted to F-4B standard. In the 1970s, the F-4G appellation was used again for the US Air Force's 'Advanced Wild Weasel' electronic warfare aircraft, 116 of which were converted from F-4E standard. Originally seen as a counter to enemy SAM missile sites and associated radars, the F-4G now carries out a wide portfolio of electronic missions. Aircraft are stationed as far afield as the 3rd TFW Clark Field, Philippines, and 52nd TFW, Spangdahlem AB, West Germany.
The F-4J was an improved production fighter for the US Navy with 8119kg afterburning thrust J79-GE-10 engines, enlarged wing and improved avionics. The F-4K was developed for the UK's Royal Navy and the F-4M for the Royal Air Force, though both are now operated by the latter service which, with expanded commitments following the 1982 Falklands war, has also inherited 15 ex-US Navy F-4Js. The F-4N is an upgraded 'rebuild' of the F-4B, and has in turn been converted to the QF-4N drone. The F-4S is an upgraded F-4J with wing manoeuvre slats and was the final Phantom variant to serve aboard an aircraft carrier, with VF-151 and -161 aboard the USS Midway.
Phantoms serve widely with the Reserve and Air National Guard and are likely to remain in front-line service with some air forces into the 21st century.
Phantom phixer Taegu AB Korea 6497 CAMS, 1980-83,F4-D then F4-e's, 15 AMU Osan RF-4C 1988-89 & moved them to Taegu 1989. Instrument sytems until I became all sytems qual and then made line super. F4-D ride in 1981. Best ride ever. Phantoms Phorever. Anybody from our time still there? Retired '94.
I was on board uss intrepid when the carrier qualification was done. High speed cameras were mounted in the fly three area and we continued launch and recovery actions for one week. I was in V 2 division and I was super impressed with this aircraft.
I worked on the F-4E Phantom from 1983 to 1989. I was stationed at Seymour Johnson AFB in the 4th CRS squadron in Radar Calibration for 4 years. I then PCSd to Osan AB Korea in 1987-88. Came back to Seymour to the 335th TFS. I was a 32172Q AFSC. I cross trained to the F-15E when the base started conversion and was re-assigned to the 336 TFS.
I was GCI at Dong Ha, Vietnam, 6 /67-6 /68. As a Waterboy Control one of our duties was to join fighters with their KC-135 tankers, we called them hook-ups. The best were F-4's because you only need to give them one steer, they made radar contact. The only thing left to do was turn the tanker 180degrees at about 20 miles out and get everyone to "check standard altimeter 29:92, noses cold," then release them to the refueling Freq. when they had visual contact. They blew up a bunch of NVA artillery that were shooting at us, while I was there. My wife taught school at Eieleon AFB, a lot of her students parents were pilots. Everyone of them told me that the F-4 had been their favorite aircraft to fly.
Worked Egress on RF-4C's from the start of my career in 1979 at Zweibrucken AB, worked C's, D's, E's, and some G's at the mod hanger on Zweibrucken when they came in for different mods. Then went to Seymour Johnson and worked F-4E's and F-4C alert birds till 1982. Joined the 906th Reserve Unit at Wright Patt in 1982 working D models. We retired those and got F-16's and then they shut the unit down in 1994. Left Egress and became an A /R mechanic at WP in the newly formed 445th and worked C-141's, C-5's, and then C-17's. Retired recently after 36 years. I miss Egress work but mostly the F-4, it was truly a beast to work on...
I worked on F4A and F4Bs in Pax River from 61 to 64. I have 100 hours as a Radar operator in the back seat. Left Pax and went to B school, then on to VF-84 on the Independence for a west pac and a med cruise. I saw one come back aboard with a hole in the starboard wing out near the wingfold big enough for me to stand through. Another in the starboard engine bay. He bolstered once and brought it back around and caught no. 3 wire. Tubby smith the pilot climbed down out the cockpit and shook his pantleg and said swhew. Very cool guy.
Was a EE mechanic at McDonnell ST Louis built the No 1 F4M. Went to Pax River MD with the 4M.....2 trips to CA.last on the..... Coral Sea......CVA43...That was the summer of 69.bty ....EE.....electonics-electrical mech.
I was stationed at Galena Back in !976 with the 5072 ABG. I was a firefighter, we had a F-4 crash on landing and I'm trying to find out the date that it happened. I need help.
Was on the tail end of a great part of history. Worked WCS, 37th CRS, out of the old George AFB, CA. in the early '80s. Dirty, filthy, ugly, dangerous aircraft; but I loved working on it! And I still think it is a beautiful aircraft in it's own way!
I was an AQ working on radar on F-4Bs in 1973 in VF-51 onboard the USS Coral Sea (CVA-43). My first cruise to Vietnam was a 10 month duration. I word jn the O level shop, humpjng gear and black boxes up to the flight deck from the hanger deck. In 1974 we transitioned to F-4Ns. We made our final Vietnam cruise in 1975. This was also on the Coral Sea. We were there for the evacuation of Saigon. This time, I was working in the ships AIMD shop, fixing those black boxes I used to hump. When we returned, I was transferred to VF-121 to become a new AQ instructor on both ghe F-4N and F-4J from 1976-1978. Next tour was to NAS Oceana in Virginia. In VF-103, on of the last F-4J squadrons in the Navy. I was now a shop supervisor in AIMD on board the USS Saratoga (CV-60). We made the last F-4 cruise to the Mediterranean. After that I went to the USNR back at Miramar with VF-301, Still flying F-4Js before we finally transitioned to F-14s. 10 years in F-4s and I loved it.
Im still here supporting the F4 Phantoms & J79 Engines which remain flying in 4 foreign countries. Forcasted to fly their military missions until 2020. Only the F4E Phantoms and J79-17 engines remain flying military missions worldwide. South Korea retired the last RF4C Phantoms at the end of March 2014. E-Mail: J79Engine@gmail.com
I was an engine guy on F-4Cs at Luke at the trim pad /sound suppressors, then the back shop. Then I worked F-4Es at Ramstein (526th)from 81-83. Fell in love with the Phantom and worked with some incredible maintainers and characters. Went to WSEP at Eglin in 82 and 83, couple trips to Deci, Italy, Incirlik, Turkey and Camp New Ansterdam. Got a back seat ride in aircraft 69-0264 at Zaragoza, Spain in 1982 with Lt Col (later Major General) Jay D. Blume. He gave me the stick for about 15 minutes...wildest ride of my life! He did four touch and goes and I'll never forget it. Worked Weasels at Spangdahlem from 85-89 at the test cell. Spang's test cell was on the golf course where we could see the golfers so we'd run the J79-17A at idle until just before a golfer was starting his swing, then take it to full burner. Often, the golfer would throw his club and cover his ears...business as usual at the "Spang-Quentin" test cell! I'll never forget my days on F-4s, or the people I worked with. Thanks for an awesome forum. KC
Hey "Busch", remember me? We were in the same squadron at Holloman. Congratulations on your 2 MIG kills. I got out in 1970 and joined the ANG where I put in another 18 retiring with a total of 23. Also retired from American Airlines as a wide body captain. Remember ZAP? He's retired from American too. I recently visited Ernie Coleman; too bad what happened to him ! ! I also stay in contact with Ed Davis, John Ball, Bob Whitcomb, Tiger Tiley, Clete Simpson, RY Costain; remember them?
For the best Ubon website around, come to the Face Book Ubon Vets. Only those who were stationed at Ubon during the Vietnam war and their blood kin are accepted.
Truely miss this great plane. I am a jet mechanic,and I had the pleasure of all the greasy sweaty and freezing hard times, but also was able to operational test the engines on the trim pad and sound suspressor. There's one on display at the Lackland AFB back gate and every time I enter the base I slow down and just think of the memories....
I was a crew chief on F-4c with the 18T.F.W. Kadena,1972-73. I use to launch out a hero Brig Gen Robert Titus on a Rf-4c 054. We would have the cameras removed and put his star in the camera windows. I was also one of the first to work alert in Tainan, Taiwan with F-4c wild weasels. We took off all the safety gear these were hot birds!(Dangerous) We used cartridge starts, spooky could hardly see or breath dam smokey in the revetment and the scramble board was hard to see. I had a FcF pilot major Phillips fired off both carts at once. I have a nice scare on my back from a aim 7 missle fin from his mistake. He was suppose to fire no. 1 eng and the no. 2 eng he didn't, totally violated starting rules. We had no communacations with the cockpit. The 2 man concept was in effect. It was all classified Top Secret sentive In the National Security archieves until 1999. I belive due to the Nuclear weapons that were there. Alot of bad things happedned at Tainan. I was then placed on Alert at CCK it was less stress full -60 air starts instead of carts starts. We used Bell, horns, and klaxstons sounds for a scramble i still hate those sounds! The 18 TFW served also Thailand,Korea,Vietnam. We were busy. I would return to the world and serve as a crew chief at Cannon AFB N.M. on F111Ds. I would have the luck to once again launch out a hero Gen Robinson Risner he spent 7 year in a Vietnam prison of war camp. He was laid to rest at Arlington Last January 2014. My best memory of the F4-phantom, Trim pad running engines up what a rush strapped down and afterburners lighting up. I also liked EOR(end of runway) at night. Phantom DAWG over and out.
I was at Lowery in 72, 3441 student sq, then Luke AB in AZ winter of '72 -'73 WCS on Phantoms, Then to OSAN Korea '73, 51st AMS weapons control systems tech. Anybody out there work with me?
hello gentlemen, how about?'m from a town in Spain where there was an accident involving a phantom F4D 81 th TFW, on May 8, 1972, I find the serial number of the aircraft was 65-0673, my father help in the work of searching for the remains of the pilot and crew, who called Travis and John Boesse Raleigh, creo.mi father told me that l avion tnia a drawing of a yellow dragon, and I would like to give it find that drawing my father, as a tribute, for helping that day negro.si someone can help me or give me a clue, I'd be very agradecido.un greetings to all from Spainh
Col. Bill Seals, USAF Ret., e-mail, 07.02.2014 00:05
I flew 100 missions over North Vietnam in the back seat of the RF-4-C in 1968 while stationed at Udorn RTAFB, Thailand. The bird was stronger than dirt. I honestly do not think you could "break" the damn thing. Good engines, strong airplane and fairly reliable, but the sensors often failed to work. Our ground crews were the best!
