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.
I remember when the first F-4 landed at our base in 1983 and it taxied over to the alert hangar and parked where I was on duty. I was with the 194 FIG at Ellington. I believe the F-4 is the most beautiful Aircraft in the air when it has a full armament load on board. When I would see one fly over from a return from an intercept mission, I stood taller and my chest would puff out more.
I was 'Weapons Systems Technician' aka Bomb Loader on D models with the 128th TFS /116 TFW, GA ANG, stationed at Dobbins ARB. I started on F-105's, transitioned to F-4's, F-15's and finished on B1-B's. The Rino will always be my favorite. It leaked and groaned as you put fuel and bombs on her. We load toads were proud of all the blood stains on the back of our T-shirts from scraping our backs across one of the many drains under the ac while loading AIM-7's on the two rear stations while laying across the Jammer and operating the accelerator and brake pedals by hand. Hard earned I also remember having to ask the Egress folks to pull the back AcesII so we could get to miscellaneous relay panel four to do troubleshooting and keeping my fingers crossed that I was right. I the years that I worked the F-4 I got to fly it twice ...
Msg(Ret)Peter Olsson Safety Manager, 116th BW. GA ANG
Worked on Phantoms with VF-151,1966thru1970, and have the Phantom Bites to prove it. 151 was a great squadron and the F-4 was a great aircraft. Great memories.
I worked as a final sub-assembly inspector on the F-4K & F-4M models for the UK at McDonnell-Douglas in St. Louis, MO. Believe it or not, I was hired for this job right after graduating from high school. My areas of responsiblity were the air inlets; engine bays; fuel cells; and the APU. Loved that airplane.
I worked in Udorn tower all of 1967 and still find it hard to believe an F-4 could even fly from North Vietnam or Laos to Thailand missing as much of an aircraft as I witnessed in a number of emergency landings during that year. The saddest was the time the rear seater landed the plane because the front pilot was dead. The toughness of the F-4 was matched by the guts and skills of the men who flew them and the men who kept them flying.
RF-4C Shaw AFB, SC 1969 and Udorn, Thailand 1969-1970 555th TFS> Tough Bird, Crew Chief Watched them leave and watched them come back shot up but flying. Not difficult to work on except adding that nasty oil. Pull the panels and wait on Electronics. Repack the Chute and change the Breaks. I am proud of the F-4. Workhorse. Marines were a showoff hitting afterburner on take off at end of runway straight up.
Started with the F-4C at Udorn RTAB in Dec. 1965, assigned to the 433 /555 FS. I was there for Bolo, talked into re-enlisting by Col Olds following the Jan 2nd 1967 MIG kill. Rotated back to MacDill went to Elmendorf with the 43rd in 1969, Holloman 1975, etc. Crew chief – Maint Super on all the AF models over a span of 14 years. We all have fond memories of a love that didn't last long enough; the F-4 is one of mine.
Best of the f-4 was the expression, "A MiG at six is better than no MiG at all". Put a MiG at a F-4's 6 and that F-4, in no time have the MiG out in front. I know, I flew them and took MiGs all day long at six.
Trained as crweby on Cs at D-M in late 69...then to Phu Cat (480th) D's from Dec 69-Dec 70...then Thunderbirds E-models in 72 and 73...crewed #6 (66-0289)...then Ds and Es with AF Reserve (301st FW) in Fort Worth in the 80s. Took my last ride (for my retirement), in a QF-4E (Heritage Bird (74-1626) at Holloman,....Oct 29, 09...brutal on a 59yr old bod, but I did it (no chuckie cheese) and it was AWESOME on the White Sands Missile Range avoiding the Jap Radars on our run-in's. Loved that ole beast!!! Always will!
Was with the 4453rd at MacDill in Jan.1964 as an assistant crewchief, the we moved to Davis-Monthan. In July 1966 went to Danang with the 366th as crewchief on 637607. Returned in July 1967 the night after our big attack. Loved that Phantom and still do.
I provided War Readiness Spares Kit (WRSK) support to a squadron of F-4E's at Seymour Johnson AFB in the mid-80s; compliments of 4th Supply Squadron. Loved the pre-dawn deployments; watching Phantoms take off in pairs; tarmac trembling under your feet; smell of JP-8; watching the twin engines disappear into the darkness; and then crawling into the back of a C-141 for a long drive to Cold Lake, Nellis, or Hahn AB. Followed-up with 2-4 weeks of long-days /late-nights waiting for the commited maintenance crews to turn around the day's last sorties and call it a night. Long after the F-15 and F-16 crews had completed their post-flights and hit the town. Good duty; great aircraft; unforgettable experiences.
I cut my crew chief eye teeth on F4D's at Seymour Johnson in '68 with the 336th FTR SQDRN, 4th TAC FTR WG and still have Sparrow III bites to prove it. In late '69 I went to Tan Son Nhut and crewed RF4C's with the 16th TAC RECON SQDRN. Still by far the best multi purpose aircraft built.
After many happy hours as a photojournalist in the back of the Blue Angels' F-4Ns at El Centro, introduced by J.D. (max departure) Davis, plus time with #3, Kevin ('KO') O'Mara and #5, the late, great Skip Umstead) and with VMFA-531 (the Red Devils) at MCAS Kanehoe in Hawaii (thanks, again, KO), I can attest to the magnificent performance. Nothing like two J-79s on 'burner, eh! For those who like to see traps performed perfectly, I recommend going to Google or YouTube and keying in 'aircraft carrier deck landing Buccaneer' and watch the first F-4K trap on ARK ROYAL: constant descent rate, no throttle antics, three wire. The R.A.F. pilots in the Buccaneer were not quite up to speed, wouldn't fly the ball, did too much deck spotting and flew a lot of bolters in perfection sea conditions. Check it out.
ADJ overhaul and maintanence w / the Fighting VF-84 Jolly Rogers. Made the last Med. cruse on the "Rusty Rosy" USS F D Rosavelt(mispelled) in '75 with the F-4..Awesome times with a awesome plane and a more awesome crew
I'm iranian and i love piloting i will work in iranian air force on phantom aircraft i now iran has 70 or 75 phantom's in 1979 iran has 207 but naw has 75 and meny of them is E model and iranhas 3 of R model all of them is overall and has best. iranin phantom radar's range is 290km and D model's range of radar is 300km it's true iranian airforce best in1979 and naw has 12 F14& 30MiG29 &20Su24& 70F5 & 25 C130 it's very bad for iranian
Mike Solon - AKA J79 Engine, e-mail, 03.08.2010 16:12
I too liked and have a passion for the F4 Phantom and the J79 Engines that power it. The J79 gave me employment for 22 years in the Air Force and since my retirement here at GE Aviation. Still over 500 aircraft flying in foreign countries as of 2010.
To all U.S.A.F. Personel Need a Phantom fix ? I would like to extend an invitation to all to join your fellow airmen at airforce.togetherweserved.com . This is a web site for active duty & veterans & family only . My profile # 77475 come join us you may find some old freinds for sure old Phantom Phixers like my self !Hope to hear from any one !
