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.
| ENGINE||2 x GE J-79-GE-17, 52.8kN|
| Take-off weight||20282 kg||44714 lb|
| Wingspan||11.7 m||38 ft 5 in|
| Length||19.4 m||64 ft 8 in|
| Height||5.0 m||16 ft 5 in|
| Wing area||49.2 m2||529.58 sq ft|
| Max. speed||2300 km/h||1429 mph|
| Ceiling||18420 m||60450 ft|
| Range w/max.payload||700 km||435 miles|
| ARMAMENT||1 x 20mm cannon, missiles|
|A three-view drawing (1648 x 1190)|
The first jet I ever crewed was the E model at Homestead, 1979. We got the D models in after our E's were sold to Egypt. I loved crewing the D. Bless them hydraulic wing folds! Besides the great guys I worked with, such as Wes Coles, other notables were the 31st Vice, Col. Eugene Fischer, my pilot was Jeff (Fang) Feinstein (last USAF ACE), our 307th CC was Lt. Col Anderson (i believe)later lost in the massive loss with the Thunderbirds (?).
After a tour at Griffiss I went back to E models at Keflavik Iceland in Feb 1983 where i became run certified. When the 57th deployed back to the US for the first time in years I stayed at Keflavik as a liason for the two units that came in for two weeks each to pull our alert commitment. I remember one was the Rainbow Guard out of NY but I don't remember who the other unit was. I left the Kef in Sept 84, after having temp. reunited with Wes Coles again, who was returning to Keflavik after having been there for the transition from C's to E's and would now be there for the transition from E's to F-15s I heard.
|Gary Eubanks, 16.01.2010|
TAKES A LICKIN'AND KEEPS ON TICKIN'
I was assigned combat camera to 192 TRG Nevada ANG. We were a recce outfit and were using F-101 H/B's when I got in and RF-4C's at the end. Great new concept of a war story about a Phantom "battle damage" absorption and definitive OJT for a back seater. (navigator)
Bird is buzzing a big desert lake (unofficial SOP) at 450kts. Bird meets big bird in form of rare white species of pelican which is WAY bigger than the little brown ones in the Atlantic. Equation is:45,000# bird (fast) vs 20# bird (slow)-mass x velocity= energy, squared.
Bird plays kissy face with pilot (thank God for visors) after bull's eye hit in center plexi. Pilot out like a light, front cockpit (thanks MD guys for partition between seats) spray paints everything with blood, guts, "stuff" and feathers.
Navigator now pilot in charge, could'nt punch out because pilot had inertia reels unlocked and he's hanging way forward and would'nt have survived the G load of the E-seat.
Forward vision left a lot to be desired but low time nav greases them in for a perfect landing. Any of you Phantom jocks ever practice landing from the back seat looking through a soda straw with the top down?
Since the endangered species bird committed suicide by Phantom, no apology to US Wildlife Dept.
Unit sent to the Gulf War with something the guys in 'Nam would have killed for; GE finally figured out how to stop the J-79's from smoking. Our guys took all the pictures of the good stuff in Baghdad, we all saw it totally blown to hell on TV.
To Paul Gettinger- yes everybody and his brother and kids just had to have a "Spook" patch and I've still got one on my old MA-1 jacket.
To Luis- if you don't like (love) this airplane you never strapped one on. The best seat at a race track is in the lead car, same thing with Phantoms.
(well, maybe sex applies too)
|Paul Gettinger, 15.01.2010|
After my discharged from the AF I went to work at McDonnell Aircraft for 42 years. I cut my baby teeth on the F4 Phantom II. Later I accepted a job as Tech Rep and worked side by side with the military at such bases as George, Bergstrom and Eglin. During this time I deployed to Saigon, (Tan Sun Nuht) Viet Nam when SOD McNamara ordered the first deployment of the RF-4C's to Viet Nam. That was a very exciting tour. Second tour was to Udorn (1969) The F-4 was 50 yeaars old in 08 (1958-2008) and do any of you F-4 buffs remember the "Spook" patch? The Phantom was a great aircraft, but working with the military folks were even greater. Sadly I left the Phantom and spent the next 25 years with the F-15 Eagle, another great aircraft.
|CMSgt Mike Jacobssen, 11.01.2010|
I crewed C's at D-M in 69, Ds at Phu Cat 69-70, Es on the Thunderbirds 72 and 73, and Ds and Es again with 301st FW (Reserves) in the 1980s. Flew a phinal phlight (retirement ride) in QF-4E (74-1626) this past Oct (29th) at Holloman. Loved that ole beast!
|T Schott, 07.01.2010|
After accumulating over 23,000 hours in many different aircraft, including 5 supersonic fighters, the F-4 still moves my heart strings. I flew many different Navy models during the 10 years that I flew the Phantom all over the world, from land and sea. Although not a particulaly easy aircraft to fly it had abundant qualities of power and speed. In the hands of a highly capable pilot, that employed it properly, the F-4 was always a force to held it's own and more. During a fighter derby that consisted of newer generaion fighters I saw the F-4 barely miss first place,on the last day of competition while flying against 7 other squadrons in an extremely high level of competition. Of course the crews flying the F-4's were highly experienced reserve pilots flying against active duty pilots with mixed experience levels. It was shown once again that man is the dominant factor in air combat.
I loved the power..From a standstill to 400 kias at the other end of the runway or from sea level to 35,000 feet, 60 seconds ... that was a thrill.
|martin waldman, 07.01.2010|
Went to korat ab in 1968 with the first f-4e from Eglin A.F.B. Florida.
|Paul Perry, 03.01.2010|
I WAS A MUNITIONS SPECIALIST ON THE F4C,D,AND E MODELS. STARTED AT HOMESTEAD AFB IN 1968 TO UDORN IN 1973. IT WAS A GREAT WORKHORSE. HARD TO WORK ON SOMETIMES BUT MADE YOU FEEL LIKE YOU WERE A MECHANIC.SOME LATE NIGHT REPAIRS WITH A GREAT DAYS OR`S. IT WOULD STAY FIXED FOR A LONG TIME WHEN FIXED RIGHT. MANY LOX AIR DOOR PHANTOM BITES. I WILL NEVER FORGER THE PLANE I WAS WEENED ON. RET.OCT. 1988
|Sam Herron, 03.12.2009|
I checked out in the RF-4C at Bergstrom AFB, was in the initial cadre of the 14th TRS. Flew one to Udorn Thailand, then transferred to 11th TRS and flew 100 counters in '67 and'68. A good, stable aircraft that would really move out, thankfully.
|David Allen, 14.10.2009|
I worked the F4Js in the Squadron pictured above, VF-74 aboard the USS America (CV-66) West Pac Viet Nam 72-73 and on the USS Forrestal (CCV-59) 1974 MED cruise. I can say without a doubt that these aircraft could take a beating and kept on doing their job. This was one heck of a work horse in Viet Nam, I worked on the flight deck and seen a lot of things happen to the F4Js and again they brought the flight crews back home through it all, plus they delivered their ordnance to the targets.
|Carter Clark, 06.10.2009|
I'm looking for the same info as sumbal was back in 2006. What's the center of gravity form the nose and what is the center of mass? I'm putting one on a pedestal for a veterans memorial
|James Hathorn, 28.09.2009|
After 42 years I still feel the thunder of my birds burning down the psp at Cam Ranh Bay (1966-1968). Then the test ops straight up at over mach I at McDill before discharge. Went to college for degree to get USAF commission... graduated too old to fly. Oh, well. Magnificant flying machines F4C-F. Weapons Control System Mechanic USAF 1966-1969.
|Sam Lassiter, 23.07.2009|
Was with the 431st at Homestead with the E models in '71/72, then the D model in the 479th (13th Panther Pack)in Udorn, Thailand, in '72/73. Got to do two FCFs for rudder actuator changes (I was a crew chief). Bought a Super 8mm movie camera (no sound) while was in Udorn and filmed a lot - I put together an awesome DVD summarizing my tour at Udorn and put music to it - precious memories!
One of the greatest war planes of all time but not realy a good fighter more of a supersonic missile base.Only the high skill of U.S. and Isrealy crew and the poor skill of North Vietnamise and Arab pilots made this plane efective in air to air combat.But it made up by having a good range and being a good strike plane.
|David Cook, 22.06.2009|
Oh yeah, and the RF-4C at Kadena 1981-1985.
|David Cook, 22.06.2009|
Worked on F-4E's at Homestead AFB, Udorn, Clark AB - 1971-1973 1975-1979 and F-D's at Ubon 1973-74.
A real pain to work on but they were an honest jet. When they were fixed they stayed that way. Got my share of Phantom bites!
|J Kelly, 12.04.2009|
I have to say, im british and you'd think my fav plane would be the spitfire or concorde or something. But no, its the F4E. It seems such a shame that the us are using them as target drones. At the very least, they should keep a couple flying as a tribute to vietnam. Does the USAF have anything like the battle of britian memorial flight or do they leave that to the CAF? Like the german tiger tank, it really looks the part - big bad and ugly, like a tank/warplane should.
|leo rudnicki, 07.04.2009|
When Dean Martin's son died in this machine, there was mention of a handling quirk indigenous to the design which was never specified.Is there someone," a Deep Throat" out there who can reveal or hint at the truth?
|Harry DoBell, CDR USNR, 28.10.2008|
As a RIO (Radar Intercept Officer) in squadron VF-151 Embarked aboard the Coral Sea CVA -43 I completed 101 combat missions starting in mid February, 1965 until Late October the same year. We received very little classroom air to air training, mostly arranged between pilots off the shore of San Diego, with experienced pilots training new pilots. Our first strike missions in North Vietnam we used the same race track pattern that we used in training at bombing ranges. That didn't last long. The migs didn't come up to chalenge us until we bombed the Kep Railroad bridge north of Kep. Our squadron, LCDR Dan Macintire got one mig and a probable. The F4 couldn't turn but had power and speed. We had only missiles which did not have a good reliable performance. We were extended for 6 monyhs and completed the longest carrier cruise of 332 days. During ourcruise we lost many aircraft to combat and operational accidents. We had a small deck and over the 8-9 mos of combat operations we propably lost approximately 40% of our aircraft. We only had six killed and two captured. We were very lucky and had been in training for two years before going to Vietnam. VF-151 was a great squadron and Airgroup 15 was a great Airgroup. We wee somebody!
I don not really like this aircraft, and this site has a mistake: It says a crew of 1 not 2
|Mark Cook, 17.08.2008|
I spent two years with the IIAF (Imperial Iranian Air Force) flying the slatted wing F-4E out of Mehrabad AB, Tehran, Iran. I was Chief of Operations for the MAAG. We rode out to the airplanes in a Russian made truck; it loved to overheat in the desert climate. The Iranian pilots were afraid to enter the clouds when they flew. So we got to fly on the bad days and it scared the devilout of them. A close friend, another US Air Force Colonel, was assasinated in the streets of Tehran while I was there...the year 1975. I guess that was about the start of our war with the Muslims. I have some very unpleasant memories of that tour of duty, so I'll say no more.
Do you have any comments about this aircraft ?