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 was stationed at Homestead from'74to'79.I crued 66382 an E model assigned to the 308th /31TFW. My bird was the last block 33 airframe made.A very good and dependable bird.She went to Iceland as a reserve bird then was sold to RoKAF.I sure hope she was never made into a drone.
Is there anyone out there who saw an F4 from MAG 13 try to engage the wire at Chu Lai, gear not down, two tanks and racks still on, that broke the wire and caught fire from the trailing edge of the wings on back, lit burner and using the tanks as skids become airbourne again. He turned out towards the bay and the RIO and pilot both ejected over water and were picked up by choppers. I watched it from the top of an A-4E at the Mag 12 trim pad. Absolutely the most amazing aircraft feat and display of brute power I have ever seen. This occurred about July, 1968.
Clinton Biediger, MSgt, (ret), e-mail, 30.05.2010 18:53
I spent almost 11 years on the Phantom, started at Nellis in 1969 on an E model, 67-7331, Fighter Weapons School CC's acft. 2 Trips to Alaska, Eielson and Elmendorf and 3 years on the Kodak Killers at Bergstrom. Wish I'd been smart enough to stay on the bird when I could. I remember on one launch at Bergstrom, had an electrical problem, changed almost everything in the system w /o shutting down the engines. Finally made the flight with an on time TOT. If they could have found someplace else....almost anyplace else....for the battery in the C /D /E models, it would have definately helped. Hope to see the one that's being maintained by the private organization before it becomes too expensive to fly. My only regret is I never got a ride in one.
I was extremely fortunate to work as a R & D Engineer at RR from 1960-1966 and carry some of the design drawings from Derby to the British Admiralty for the UK Fleet Air Arm version of the Phantom aircraft. My eldest brother (Ken) was also senior Project Engineer on both the RB 211 and also the Conway (Vulcan /Victor Bomber). The white body this beatiful bomber streaking across the Derby skys makes it difficult to choose which was the love of my life - the Phantom or the Vulcan. Time has moved on and I now live in the USA but no experience will ever surpass my days in Derby working on the "Magic of the Name". (PS) Anyone seen the new DVD on the latest RR engines WOW
I was a parachute rigger on this great airplane. Started @4453 in 1967,to the 347th Yokota 68 to 72, then to Shaw with 363 Recee and then to 8th TFW Ubon 73-74 then back to the F-4 at 31st TFW Homestead until they left there,packed it seemed like thousands of those drag chutes everyday. Great air craft sure do miss seeing them.
My first love! Worked C's,D's and E's at MacDill then Danang 1969-1972 again at Homestead as hydraulic tech. Mostly worked night's on her, sweated profusely, cussed alot but loved it all. I always enjoyed the power brake control valves and the mosquitos flying around. Seriously, one of the best aircraft ever made.
NOISY,SMOKY,FAST,AND HAD GREAT WEAPONS CARRYING CAPACITY.THE F-4e WAS THE BEST "PHANTOM" VARIANT BECAUSE THE U.S.MILITARY ASKED THE GUYS AT MCDONNELL DOUGLAS TO INSTALL AN INTERNAL MOUNTED 20mm CANNON ON THE BRAND NEW F-4e.
The British Royal Navy had a carrier squadron of F4Ks (892 squadron) It operated from HMS Ark Royal which was much smaller than the USN carriers, as a result the F4K had an extendable nose leg to increase the angle of attack on carrier launch and get extra lift! I served on 892 squadron and the Ark Royal, would like to thank Cecil Fields air base in Florida and its golf course for a great time in 1973 when we visited for live Sparrow shoots.
I served on a weapons loading crew from 11 /66 thru 07 /68 on the F4 C /Ds. My first service with them was with the 8th TFW at Ubon RTAFB, Thialand from 11 /66 thru 09 /67 with the 555TFS and the 433 TFS. I was then rotated Stateside to Davis-Monthan AFB and the 4457 Air Training Wing. I had the honor of serving with the Late Robin Olds and Chappy James in Thialand and to actually speak to both of them several times. In my estimation the F4 C /Ds were one of the best fighter bombers ever built.
I worked on F-4's from early 64 to late 65 at Mac Dill, then at Cam Rahn Bay RVN 65 to 66.I loved working on it from day one.I worked on the RF-4C from 66 to 67 at Shaw AFB.You could always tell an F4 man by the scratches on his head, and back from the aux air doors,and drain tubes!
I got to work E's and G's at Spangdahlem, GE from 86 to 89 as an Electronic Warfare tech out of the CRS squadron's Radar Homing and Warning Sys shop. Then about 5 yrs later, I got assigned to Nellis AFB, NV and worked the flightline for the last of the Weassls before they were decom'd a year or so later. Lots of memories! A fun aircraft to work! I recall having to boresight the RHAW system and doing to cable line tests as well. Lots of challenging experiences.
Where can we find photos of other models? I notice the picture shown is an RF-4. I performed comm /nav maintenance on RF-4C's out of Shaw AFB, SC. from 1977-79.
Depends on how much fuel is left in Cells 5 & 6 to answer your question accurately. If neither the electric nor hydraulic transfer pumps get all the fuel forward during flight, when you walk on the back of the aircraft, you can get the thing to stand on its tail. So I guess the answer is the distance it very short.
I was one of the original lucky 10 nav /ro's from Waco selected to set up training for the back seat pilots at McDill AFB, FL. As part of Pete Everest's 4453 Combat Crew Training Squadron, we converted the F-84 drivers from the 12th and 15th TFW's to F4C's, along with their back seat pilots, many of whom were former F101B ro's who had gone to pilot training to get out of the back seat. The training actually started in 18 F4B's we borrowed from the Navy until we got the first F4C's. It was great fun to take one to a static display and have a full armament load arrayed in front of the aircraft. The 4453rd eventually became a wing and moved to Davis-Monthan AFB, AZ, where we trained replacement aircrews for many units throughout the world. I had about 2200 hours in the airplane and about 10,000 in the F4 simulator, which was very advanced for it's time. After a tour at Udorn, I was fortunate enough to land a flight acceptance job at McDonnell in St Louis, so I got to fly every model but the Navy J and the British airplanes. When I left there in 76 the 5000 copy had rolled off the line.
Crewed this jet in Viet Nam in 1966, it was one heck of a jet. they came back from missions with more bullet holes the Swiss cheese.And Not having a internal gun was one big mistake.
You can keep your F 16's and Typhoons the phantom was what a jet fighter should be. Hope the greek and turkish airforces keep bringing them to the RIAT at RAF Fairford and keep letting us sit in them !!Best jet ever to fly love them.
Don Kisamore CMSGT, USAF Retir, e-mail, 26.02.2010 03:31
I have to throw in my two cents. Crewed F4Cs in Viet Nam's 12th TFW, and more of them,(Ds and Es) at Seymour Johnson, then on to more Cs,Ds and Es in Germany. Later met up with some Ds and Es in Iran while on TAFT team in '75& '76. The external tanks are 370 gallons each, and they used to install a door on empty napalm cans to haul golf clubs and pilot's luggage. While in Korea, on the Pueblo thrash, we made a 600-gal centerline tank into a baggage pod to haul stuff back from Japan, including a miniature Honda motorcycle. This was Wing /CC Chuck Yeager's 4th TFW out of SJAFB. All in all, I spent almost ten years on the Phantom, and have the scars on my back from missile fins and bomb arming wires to prove it. We called them "Phantom love bites".
