The Phantom is a large fighter with a top speed of overMach 2.2. It can carry more than 18,000 pounds (8,400 kg) of weapons on nine externalhardpoints, includingair-to-air missiles,air-to-ground missiles, and various bombs.[8] Like other interceptors of its time, the F-4 was initially designed without an internal cannon, but some later models incorporated an internalM61 Vulcan rotary cannon. Beginning in 1959, it set 15 world records for in-flight performance,[9] including an absolute speed record and an absolute altitude record.[10]
In 1952, McDonnell's Chief of Aerodynamics,Dave Lewis, was appointed by CEOJim McDonnell to be the company's preliminary design manager.[17] With no new aircraft competitions on the horizon, internal studies concluded the Navy had the greatest need for a new and different aircraft type: an attack fighter.[18]
The McDonnell F3H-G/H mockup, 1954
In 1953, McDonnell Aircraft began work on revising itsF3H Demon naval fighter, seeking expanded capabilities and better performance. The company developed several projects, including a variant powered by a Wright J67 engine,[19] and variants powered by twoWright J65 engines, or twoGeneral Electric J79 engines.[20] The J79-powered version promised a top speed ofMach 1.97. On 19 September 1953, McDonnell approached theUnited States Navy with a proposal for the "Super Demon". Uniquely, the aircraft was to be modular, as it could be fitted with one- or two-seat noses for different missions, with different nose cones to accommodate radar, photo cameras, four 20 mm (.79 in) cannon, or 56FFAR unguided rockets in addition to the ninehardpoints under the wings and the fuselage. The Navy was sufficiently interested to order a full-scale mock-up of the F3H-G/H, but felt that the upcomingGrumman XF9F-9 andVought XF8U-1 already satisfied the need for a supersonic fighter.[21]
The McDonnell design was therefore reworked into an all-weather fighter-bomber with 11 external hardpoints for weapons and on 18 October 1954, the company received a letter of intent for two YAH-1 prototypes. Then on 26 May 1955, four Navy officers arrived at the McDonnell offices and, within an hour, presented the company with an entirely new set of requirements. Because the Navy already had theDouglas A-4 Skyhawk for ground attack andF-8 Crusader for dogfighting, the project now had to fulfill the need for an all-weather fleet defense interceptor. A second crewman was added to operate the powerful radar;[4] designers believed that air combat in the next war would overload solo pilots with information.[22]
The XF4H-1 was designed to carry four semi-recessedAAM-N-6 Sparrow III radar-guided missiles, and to be powered by two J79-GE-8 engines. As in theMcDonnell F-101 Voodoo, the engines sat low in the fuselage to maximize internal fuel capacity and ingested air throughfixed geometry intakes. The thin-section wing had aleading edge sweep of 45° and was equipped withblown flaps for better low-speed handling.[23]
Wind tunnel testing had revealed lateral instability, requiring the addition of 5°dihedral to the wings.[24] To avoid redesigning the titanium central section of the aircraft, McDonnell engineers angled up only the outer portions of the wings by 12°, which averaged to the required 5° over the entire wingspan. The wings also received the distinctive "dogtooth" for improved control at highangles of attack. The all-moving tailplane was given 23° ofanhedral to improve control at high angles of attack, while still keeping the tailplane clear of the engine exhaust.[23] In addition, air intakes were equipped with one fixed ramp and one variable geometry ramp with angle scheduled to give maximum pressure recovery between Mach 1.4 and Mach 2.2. Airflow matching between the inlet and engine was achieved by bypassing the engine as secondary air into the exhaust nozzle. All-weather intercept capability was achieved with theAN/APQ-50 radar. To meet requirements for carrier operations, the landing gear was designed to withstand landings with a maximum sink rate of 23 ft/s (7 m/s), while the nose strut could extend by 20 in (51 cm) to increase angle of attack on the catapult portion of a takeoff.[24]
On 25 July 1955, the Navy ordered two XF4H-1 test aircraft and five YF4H-1 pre-production examples. The Phantom made its maiden flight on 27 May 1958 with Robert C. Little at the controls. A hydraulic problem precluded the retraction of the landing gear, but subsequent flights went more smoothly. Early testing resulted in redesign of the air intakes, including the distinctive addition of 12,500 holes to "bleed off" the slow-movingboundary layer air from the surface of each intake ramp. Series production aircraft also featuredsplitter plates to divert the boundary layer away from the engine intakes. The aircraft was soon in competition with theXF8U-3 Crusader III. Due to cockpit workload, the Navy wanted a two-seat aircraft and on 17 December 1958 the F4H was declared the winner. Delays with the J79-GE-8 engines meant that the first production aircraft were fitted with J79-GE-2 and −2A engines, each having 16,100 lbf (71.8 kN) ofafterburning thrust. In 1959, the Phantom began carrier suitability trials with the first completelaunch-recovery cycle performed on 15 February 1960 fromIndependence.[24]
There were proposals to name the F4H "Satan" and "Mithras".[24] In the end, the aircraft was given the less controversial name "Phantom II", the first "Phantom" being another McDonnell jet fighter, theFH-1 Phantom. The Phantom II was briefly given the designation F-110A and named "Spectre" by the USAF[25] and theTri-Service aircraft designation system, F-4, was adopted in September 1962.
In 1961, VF-74 became the first operational U.S. NavyPhantom squadron
Early in production, the radar was upgraded to the WestinghouseAN/APQ-72, anAN/APQ-50 with a larger radar antenna, necessitating the bulbous nose, and the canopy was reworked to improve visibility and make the rear cockpit lessclaustrophobic.[26] During its career the Phantom underwent many changes in the form of numerous variants developed.
The USN operated the F4H-1 (re-designated F-4A in 1962) with J79-GE-2 and -2A engines of 16,100 lbf (71.62 kN) thrust and later builds receiving -8 engines. A total of 45 F-4As were built; none saw combat, and most ended up as test or training aircraft.[27] The USN and USMC received the first definitive Phantom, the F-4B which was equipped with the Westinghouse APQ-72 radar (pulse only), aTexas Instruments AAA-4Infrared search and track pod under the nose, an AN/AJB-3 bombing system and powered by J79-GE-8,-8A and -8B engines of 10,900 lbf (48.5 kN) dry and 16,950 lbf (75.4 kN) afterburner (reheat) with the first flight on 25 March 1961. 649 F-4Bs were built with deliveries beginning in 1961 andVF-121Pacemakers receiving the first examples atNAS Miramar.[27]
The USAF received Phantoms as the result of Defense SecretaryRobert McNamara's push to create a unified fighter for all branches of the US military. After an F-4B won the "Operation Highspeed" fly-off against theConvair F-106 Delta Dart, the USAF borrowed two Naval F-4Bs, temporarily designating them F-110A in January 1962, and developed requirements for their own version. Unlike the US Navy's focus on air-to-air interception in the Fleet Air Defense (FAD) mission, the USAF emphasized both an air-to-air and an air-to-ground fighter-bomber role. With McNamara'sunification of designations on 18 September 1962, the Phantom became the F-4 with the naval version designated F-4B and USAF F-4C. The first Air Force Phantom flew on 27 May 1963, exceeding Mach 2 on its maiden flight.[28]
The F-4J improved both air-to-air and ground-attack capability; deliveries begun in 1966 and ended in 1972 with 522 built.[29] It was equipped with J79-GE-10 engines with 17,844 lbf (79.374 kN) thrust, the WestinghouseAN/AWG-10 Fire Control System (making the F-4J the first fighter in the world with operationallook-down/shoot-down capability),[30] a new integrated missile control system and the AN/AJB-7 bombing system for expanded ground attack capability.[31]
The F-4N (updated F-4Bs) with smokeless engines and F-4J aerodynamic improvements started in 1972 under a U.S. Navy-initiated refurbishment program called "Project Bee Line"[32] with 228 converted by 1978. The F-4S model resulted from the refurbishment of 265 F-4Js with J79-GE-17 smokeless engines of 17,900 lbf (79.379 kN), AWG-10B radar with digitized circuitry for improved performance and reliability, Honeywell AN/AVG-8 Visual Target Acquisition Set or VTAS (world's first operational Helmet Sighting System), classified avionics improvements, airframe reinforcement and leading edge slats for enhanced maneuvering.[33] The USMC also operated the RF-4B with reconnaissance cameras with 46 built;[34] the RF-4B flew alone and unarmed, with a requirement to fly straight and level at 5,000 feet while taking photographs. They relied on the shortcomings of the anti-aircraft defenses to survive as they were unable to make evasive maneuvers.[22]
Phantom II production ended in the United States in 1979 after 5,195 had been built (5,057 by McDonnell Douglas and 138 in Japan by Mitsubishi). Of these, 2,874 went to the USAF, 1,264 to the Navy and Marine Corps, and the rest to foreign customers.[6] The last U.S.-built F-4 went to South Korea, while the last F-4 built was an F-4EJ built byMitsubishi Heavy Industries in Japan and delivered on 20 May 1981.[35] As of 2008, 631 Phantoms were in service worldwide,[36] while the Phantoms were in use as a target drone (specifically QF-4Cs) operated by the U.S. military until 21 December 2016, when the Air Force officially ended use of the type.[37]
To show off their new fighter, the Navy led a series of record-breaking flights early in Phantom development:[6] All in all, the Phantom set 16 world records. Five of the speed records remained unbeaten until the F-15 Eagle appeared in 1975.[9]
Operation Top Flight: On 6 December 1959, the second XF4H-1 performed azoom climb to a world record 98,557 ft (30,040 m).[10][38] Commander Lawrence E. Flint Jr., USN accelerated his aircraft to Mach 2.5 (2,660 km/h; 1,650 mph) at 47,000 ft (14,330 m) and climbed to 90,000 ft (27,430 m) at a 45° angle. He then shut down the engines and glided to the peak altitude. As the aircraft fell through 70,000 ft (21,300 m), Flint restarted the engines and resumed normal flight.[39]
On 5 September 1960, an F4H-1 averaged 1,216.78 mph (1,958.16 km/h) over a 500 km (311 mi) closed-circuit course.[10]
On 25 September 1960, an F4H-1F averaged 1,390.24 mph (2,237.37 km/h) over a 100 km (62.1 mi) closed-circuit course.[10] FAIRecord File Number 8898.
Operation LANA: To celebrate the 50th anniversary of Naval aviation (L is theRoman numeral for 50 and ANA stood for Anniversary of Naval Aviation) on 24 May 1961, Phantoms flew across the continental United States in under three hours and included several tanker refuelings. The fastest of the aircraft averaged 869.74 mph (1,400.28 km/h) and completed the trip in 2 hours 47 minutes, earning the pilot (and future NASA Astronaut), Lieutenant[40]Richard Gordon, USN and RIO, Lieutenant Bobbie Young, USN, the 1961Bendix trophy.[10][41][42][43]
Operation Sageburner: On 28 August 1961, a F4H-1F Phantom II averaged 1,452.777 kilometers per hour (902.714 miles per hour) over a 3 mi (4.82 km) course flying below 125 feet (38.1 m) at all times.[10] Commander J.L. Felsman, USN was killed during the first attempt at this record on 18 May 1961 when his aircraft disintegrated in the air after pitch damper failure.[44]
Operation Skyburner: On 22 November 1961, a modified Phantom withwater injection, piloted by Lt. Col. Robert B. Robinson, set an absolute world record average speed over a 20-mile (32.2 km) long 2-way straight course of 1,606.342 mph (2,585.086 km/h).[10][45][46][47]
On 5 December 1961, another Phantom set a sustained altitude record of 66,443.8 feet (20,252 m).[10]
Project High Jump: A series of time-to-altitude records was set in early 1962: 34.523 seconds to 3,000 m (9,840 ft), 48.787 seconds to 6,000 m (19,700 ft), 61.629 seconds to 9,000 m (29,500 ft), 77.156 seconds to 12,000 m (39,400 ft), 114.548 seconds to 15,000 m (49,200 ft), 178.5 s to 20,000 m (65,600 ft), 230.44 s to 25,000 m (82,000 ft), and 371.43 s to 30,000 m (98,400 ft).[48] All High Jump records were set by F4H-1 production number 108 (Bureau Number 148423).[49][50][51][52] Two of the records were set by future distinguished NASA astronaut LCdrJohn Young.[53][54]
The F-4 Phantom is atandem-seat fighter-bomber designed as a carrier-basedinterceptor to fill the U.S. Navy's fleet defense fighter role. Innovations in the F-4 included use ofpulse-doppler radar (only on late variants such as the F-4F) and extensive use oftitanium in its airframe.[55]
Despite imposing dimensions and amaximum takeoff weight of over 60,000 lb (27,000 kg),[56] the F-4 has a top speed of Mach 2.23 and an initial climb rate of over 41,000 ft/min (210 m/s).[57] The F-4's nine external hardpoints have a capability of up to 18,650 pounds (8,480 kg) of weapons, including air-to-air andair-to-surface missiles, and unguided, guided, andthermonuclear weapons.[58] Like other interceptors of its day, the F-4 was designed without an internal cannon.[59]
The baseline performance of a Mach 2-class fighter with long range and a bomber-sized payload would be the template for the next generation of large and light/middle-weight fighters optimized for daylight air combat.[60]
"Speed is life" was F-4 pilots' slogan, as the Phantom's greatest advantage in air combat was acceleration[22] and thrust, which permitted a skilled pilot to engage and disengage from the fight at will. MiGs usually could outturn the F-4 because of the highdrag on the Phantom's airframe;[61] as a massive fighter aircraft designed to fire radar-guided missiles frombeyond visual range, the F-4 lacked the agility of its Soviet opponents and was subject toadverse yaw during hard maneuvering. Although the F-4 was subject to irrecoverable spins during aileron rolls, pilots reported the aircraft to be very responsive and easy to fly on the edge of itsperformance envelope. In 1972, the F-4E model was upgraded withleading edge slats on the wing, greatly improving high angle of attack maneuverability at the expense of top speed.[62]
F-4 Phantom II flight demonstration video
The J79 had a reduced time lag between the pilot advancing the throttle, from idle to maximum thrust, and the engine producing maximum thrust compared to earlier engines. While landing onUSS Midway (CV-41) John Chesire'stailhook missed thearresting gear as he (mistakenly) reduced thrust to idle. He then slammed the throttle to full afterburner, the engine's response time being enough to return to full thrust quickly, and he was able get the Phantom airborne again successfully (bolter).[22] The J79 produced noticeable amounts of black smoke (at mid-throttle/cruise settings), a severe disadvantage in that it made it easier for the enemy to spot the aircraft.[63] Two decades after the aircraft entered service[22] this was solved on the F-4S, which was fitted with the −10A engine variant with a smokelesscombustor.[64]
The lack of an internal gun "was the biggest mistake on the F-4", Chesire said; "Bullets are cheap and tend to go where you aim them. I needed a gun, and I really wished I had one." Marine Corps GeneralJohn R. Dailey recalled that "everyone in RF-4s wished they had a gun on the aircraft."[22] For a brief period, doctrine held that turning combat would be impossible at supersonic speeds and little effort was made to teach pilotsair combat maneuvering. In reality, engagements quickly became subsonic, as pilots would slow down in an effort to get behind their adversaries. Furthermore, the relatively new heat-seeking and radar-guided missiles at the time were frequently reported as unreliable and pilots had to fire multiple missiles just to hit one enemy fighter. To compound the problem,rules of engagement in Vietnam precluded long-range missile attacks in most instances, as visual identification was normally required. Many pilots found themselves on the tail of an enemy aircraft, but too close to fire short-range Falcons or Sidewinders. Although by 1965 USAF F-4Cs began carryingSUU-16 external gunpods containing a 20 mm (.79 in)M61A1 Vulcan Gatling cannon, USAF cockpits were not equipped with lead-computing gunsights until the introduction of theSUU-23, virtually assuring a miss in a maneuvering fight. Some Marine Corps aircraft carried two pods for strafing. In addition to the loss of performance due to drag, combat showed the externally mounted cannon to be inaccurate unless frequentlyboresighted, yet far more cost-effective than missiles. The lack of a cannon was finally addressed by adding an internally mounted 20 mm (.79 in) M61A1 Vulcan on the F-4E.[62]
A U.S. Navy F-4B fromVF-111 dropping bombs over Vietnam, 25 November 1971
On 30 December 1960, VF-121Pacemakers at NAS Miramar became the first Phantom operator with its F4H-1Fs (F-4As). TheVF-74Be-devilers atNAS Oceana became the first deployable Phantom squadron when it received its F4H-1s (F-4Bs) on 8 July 1961.[66] The squadron completed carrier qualifications in October 1961 and Phantom's first full carrier deployment between August 1962 and March 1963 aboardForrestal.[67] The second deployableU.S. Atlantic Fleet squadron to receive F-4Bs was theVF-102Diamondbacks, who promptly took their new aircraft on theshakedown cruise ofEnterprise.[68] The first deployableU.S. Pacific Fleet squadron to receive the F-4B was theVF-114Aardvarks, which participated in the September 1962 cruise aboardUSS Kitty Hawk.[66]
By the time of theTonkin Gulf incident, 13 of 31 deployable navy squadrons were armed with the type. F-4Bs fromConstellation made the first Phantom combat sortie of the Vietnam War on 5 August 1964, flying bomber escort inOperation Pierce Arrow.[69] Navy fighter pilots were unused to flying with a non-pilot RIO, but learned from air combat in Vietnam the benefits of the GiB "guy in back" or "voice in the luggage compartment" helping with the workload.[22] The first Phantom air-to-air victory of the war took place on 9 April 1965 when an F-4B fromVF-96Fighting Falcons piloted by Lieutenant (junior grade) Terence M. Murphy and his RIO, Ensign Ronald Fegan, shot down a Chinese MiG-17. The Phantom was then shot down, probably by an AIM-7 Sparrow from one of its wingmen.[24] There continues to be controversy over whether the Phantom was shot down by MiG guns or, as enemy reports later indicated, an AIM-7 Sparrow III from one of Murphy's and Fegan's wingmen.[70] On 17 June 1965, an F-4B fromVF-21Freelancers piloted by Commander Louis Page and Lieutenant John C. Smith shot down the first North Vietnamese MiG of the war.[71][72]
On 10 May 1972, LieutenantRandy "Duke" Cunningham and Lieutenant (junior grade)William P. Driscoll flying an F-4J,call signShowtime 100, shot down three MiG-17s to become the first Americanflying aces of the war. Their fifth victory was believed at the time to be over a mysterious North Vietnamese ace, ColonelNguyen Toon, now considered mythical. On the return flight, the Phantom was damaged by an enemy surface-to-air missile. To avoid being captured, Cunningham and Driscoll flew their burning aircraft using only the rudder and afterburner (the damage to the aircraft rendered conventional control nearly impossible), until they could eject over water.[12]
During the war, U.S. Navy F-4 Phantom squadrons participated in 84 combat tours with F-4Bs, F-4Js, and F-4Ns. The Navy claimed 40 air-to-air victories at a cost of 73 Phantoms lost in combat (seven to enemy aircraft, 13 to SAMs and 53 toAAA). An additional 54 Phantoms were lost in mishaps.[73]
In 1984, all Navy F-4Ns were retired from Fleet service in deployable USN squadrons and by 1987 the last F-4Ss were retired from deployable USN squadrons. On 25 March 1986, an F-4S belonging to theVF-151Vigilantes, became the last active duty U.S. Navy Phantom to launch from an aircraft carrier, in this case,Midway. On 18 October 1986, an F-4S from theVF-202Superheats, aNaval Reserve fighter squadron, made the last-ever Phantom carrier landing while operating aboardAmerica. In 1987, the last of the Naval Reserve-operated F-4S aircraft were replaced by F-14As. The last Phantoms in service with the Navy were QF-4N and QF-4S target drones operated by theNaval Air Warfare Center atNAS Point Mugu, California.[24] These were subsequently retired in 2004.[74]
The Marine Corps received its first F-4Bs in June 1962, with theBlack Knights ofVMFA-314 atMarine Corps Air Station El Toro, California becoming the first operational squadron. Marine Phantoms ofVMFA-323, flying fromPuerto Rico, provided air cover duringOperation Power Pack for the evacuation of US citizens from theDominican Republic[75] and assisted the508th Infantry Regiment in taking and securing a position east of the Duarte bridge. Marine Phantoms fromVMFA-531Grey Ghosts were assigned toDa Nang Air Base onSouth Vietnam's northeast coast on 10 May 1965 and were initially assigned to provide air defense for the USMC. They soon began close air support missions (CAS) and VMFA-314,VMFA-232Red Devils,VMFA-323Death Rattlers andVMFA-542Tigers soon arrived at the primitive airfield.[76] Marine F-4 pilots claimed three enemy MiGs (two while on exchange duty with the USAF) at the cost of 75 aircraft lost in combat, mostly to ground fire, and four in accidents.[citation needed]
Marine Phantoms fromVMFA-323 andVMFA-531 operating from theUSS Coral Sea participated inOperation Eagle Claw, the attempted rescue ofAmerican hostages from Iran, with orders to shoot down any Iranian aircraft. The Phantoms were painted with an orange stripe enclosed by two black stripes in order to distinguish the American F-4s from the Iranian F-4s.[77][78] The operation was called off in the early stages of execution.
TheVMCJ-1Golden Hawks (laterVMAQ-1 andVMAQ-4 which had the old RM tailcode) flew the first photo recon mission with an RF-4B variant on 3 November 1966 from Da Nang and remained there until 1970 with no RF-4B losses and only one aircraft damaged by anti-aircraft artillery (AAA) fire.[79]VMCJ-2 and VMCJ-3 (nowVMAQ-3) provided aircraft for VMCJ-1 in Da Nang andVMFP-3 was formed in 1975 atMCAS El Toro, CA consolidating all USMC RF-4Bs in one unit that became known as "The Eyes of the Corps." VMFP-3 disestablished in August 1990 after theAdvanced Tactical Airborne Reconnaissance System was introduced for theF/A-18D Hornet.[27]
The F-4 continued to equip fighter-attack squadrons in both active and reserve Marine Corps units throughout the 1960s, 1970s and 1980s and into the early 1990s. In the early 1980s, these squadrons began to transition to the F/A-18 Hornet, starting with the same squadron that introduced the F-4 to the Marine Corps, VMFA-314 at MCAS El Toro, California. On 18 January 1992, the last Marine Corps Phantom, an F-4S in theMarine Corps Reserve, was retired by theCowboys ofVMFA-112 atNAS Dallas, Texas, after which the squadron was re-equipped with F/A-18 Hornets.[80]
In USAF service, the F-4 was initially designated the F-110A[81] prior to the introduction of the 1962 United States Tri-Service aircraft designation system. The USAF quickly embraced the design and became the largest Phantom user. The first Phantoms that the USAF operated were F-4Bs loaned from the Navy, with 27 jets delivered to the 4453rd Combat Crew Training Wing atMacDill Air Force Base, Florida, in November 1963. The first operational unit was the12th Tactical Fighter Wing, who received the USAF's first F-4Cs in January 1964, achieving initial operational capability (IOC) in October 1964.[82] The first USAF Phantoms to participate in theVietnam War were F-4Cs from the45th Tactical Fighter Squadron, who deployed toUbon Royal Thai Air Force Base, Thailand, in April 1965.[82][83][84]
Unlike the U.S. Navy and U.S. Marine Corps, which flew the Phantom with aNaval Aviator (pilot) in the front seat and anaval flight officer as a radar intercept officer (RIO) in the back seat, the USAF initially flew its Phantoms with a ratedAir Force Pilot in front and back seats. Pilots usually did not like flying in the back seat;[22] while the GIB, or "guy in back", could fly and ostensibly land the aircraft, he had fewer flight instruments and a very restricted forward view. The Air Force later assigned a ratedAir Force Navigator qualified as a weapon/targeting systems officer (later designated asweapon systems officer or WSO) in the rear seat instead of another pilot.[85][22]
On 10 July 1965, F-4Cs of the 45th TFS, 15th TFW,[86] scored the USAF's first victories againstNorth VietnameseMiG-17s usingAIM-9 Sidewinder air-to-air missiles.[87] On 26 April 1966, an F-4C from the480th Tactical Fighter Squadron scored the first aerial victory by a U.S. aircrew over a North VietnameseMiG-21 "Fishbed".[88] On 24 July 1965, another Phantom from the 45th Tactical Fighter Squadron became the first American aircraft to be downed by an enemySAM, and on 5 October 1966 an8th Tactical Fighter Wing F-4C became the first U.S. jet lost to an air-to-air missile, fired by a MiG-21.
On 2 January 1967, F-4Cs of the 8th Tactical Fighter Wing, under the command ofRobin Olds, executedOperation Bolo, a response to heavy losses sustained duringOperation Rolling Thunder. Olds' and his flight flew out of Ubon in Thailand and simulated an F-105 strike force. In response, theVPAF sent up MiG-21s to shoot down the Phantoms. The ensuing battle resulted in the VPAF losing half of their MiG-21 fleet with no losses from the American side.
Early aircraft suffered from leaks in wing fuel tanks that required re-sealing after each flight and 85 aircraft were found to have cracks in outer wing ribs and stringers.[65] There were also problems withaileron control cylinders, electrical connectors, and engine compartment fires. Reconnaissance RF-4Cs made their debut in Vietnam on 30 October 1965, flying the hazardous post-strike reconnaissance missions. The USAFThunderbirds used the F-4E from the 1969 season until 1974.[15]
Although the F-4C was essentially identical to the Navy/Marine Corps F-4B in-flight performance and carried the AIM-9 Sidewinder missiles, USAF-tailored F-4Ds initially arrived in June 1967 equipped withAIM-4 Falcons. However, the Falcon, like its predecessors, was designed to shoot down heavy bombers flying straight and level. Its reliability proved no better than others and its complex firing sequence and limited seeker-head cooling time made it virtually useless in combat against agile fighters. The F-4Ds reverted to using Sidewinders under the "Rivet Haste" program in early 1968, and by 1972 the AIM-7E-2 "Dogfight Sparrow" had become the preferred missile for USAF pilots. Like other Vietnam War Phantoms, the F-4Ds were urgently fitted withradar warning receivers to detect the Soviet-builtS-75 Dvina SAMs.[89]
From the initial deployment of the F-4C to Southeast Asia, USAF Phantoms performed both air superiority and ground attack roles, supporting not only ground troops in South Vietnam, but also conducting bombing sorties in Laos and North Vietnam. As theF-105 force underwent severe attrition between 1965 and 1968, the bombing role of the F-4 proportionately increased until after November 1970 (when the last F-105D was withdrawn from combat) it became the primary USAF tactical ordnance delivery system. In October 1972 the first squadron of EF-4CWild Weasel aircraft deployed to Thailand on temporary duty.[90] The "E" prefix was later dropped and the aircraft was simply known as the F-4C Wild Weasel.
USAF F-4 Phantom II destroyed on 18 February 1968, during the Viet Cong attack againstTan Son Nhut, during theTet Offensive
Sixteen squadrons of Phantoms were permanently deployed to Indochina between 1965 and 1973, and 17 others deployed on temporary combat assignments.[91] Peak numbers of combat F-4s occurred in 1972, when 353 were based in Thailand.[92] A total of 445 Air Force Phantom fighter-bombers were lost, 370 in combat and 193 of those over North Vietnam (33 to MiGs, 30 to SAMs and 307 to AAA).[92]
The RF-4C was operated by four squadrons,[93] and of the 83 losses, 72 were in combat including 38 over North Vietnam (seven to SAMs and 65 to AAA).[92] By war's end, the U.S. Air Force had lost a total of 528 F-4 and RF-4C Phantoms. When combined with U.S. Navy and Marine Corps losses of 233 Phantoms, 761 F-4/RF-4 Phantoms were lost in the Vietnam War.[94]
On 28 August 1972, CaptainSteve Ritchie became the first USAF ace of the war.[11] On 9 September 1972, WSO CaptCharles B. DeBellevue became the highest-scoring American ace of the war with six victories.[11] and WSO CaptJeffrey Feinstein became the last USAF ace of the war on 13 October 1972.[95] Upon return to the United States, DeBellevue and Feinstein were assigned to undergraduate pilot training (Feinstein was given a vision waiver) and requalified as USAF pilots in the F-4. USAF F-4C/D/E crews claimed 107.5 MiG kills in Southeast Asia (50 by Sparrow, 31 by Sidewinder, five by Falcon, 15.5 by gun, and six by other means).[92]
On 2 June 1972, a Phantom flying at supersonic speed shot down aMiG-19 overThud Ridge in Vietnam with its cannon. At a recorded speed of Mach 1.2, Major Phil Handley's shoot down was the first and only recorded gun kill while flying at supersonic speeds.[98][99]
In early December 1989, USAF F-4s, fromClark Air Base, participated in Operation Classic Resolve,[100] PresidentBush's response to the1989 Philippine coup attempt. The F-4s were ordered to buzz the rebel planes at their base, fire at them if any tried to take off, and shoot them down if they did. The buzzing by the US F-4s soon caused the coup to collapse. On December 2, President Bush reported that on 1 December, US fighter aircraft from Clark Air Base assistedAquino repel a coup attempt.[101]
On 15 August 1990, 24 F-4G Wild Weasel Vs and six RF-4Cs were deployed toIsa Air Base,Bahrain, forOperation Desert Storm. The F-4G was the only aircraft in the USAF inventory equipped for theSuppression of Enemy Air Defenses (SEAD) role, and was needed to protect coalition aircraft from Iraq's extensive air defense system. The RF-4C was the only aircraft equipped with the ultra-long-range KS-127 LOROP (long-range oblique photography) camera and was used for a variety of reconnaissance missions. In spite of flying almost daily missions, only one RF-4C was lost in a fatal accident before the start of hostilities. One F-4G was lost when enemy fire damaged the fuel tanks and the aircraft ran out of fuel near a friendly airbase. The last USAF Phantoms, F-4G Wild Weasel Vs from561st Fighter Squadron, were retired on 26 March 1996. The last operational flight of the F-4G Wild Weasel was from the190th Fighter Squadron,Idaho Air National Guard, in April 1996.[102] The last operational USAF/ANG F-4 to land was flown by Maj Mike Webb and Maj Gary Leeder of the Idaho ANG.[citation needed]
Like the Navy, the Air Force also operated QF-4 target drones, serving with the82d Aerial Targets Squadron atTyndall Air Force Base, Florida, andHolloman Air Force Base, New Mexico.[103] Replacing the QF-106, the QF-4 program achieved IOC in 1997,[104] with the last QF-106 being shot down on 20 February 1997.[105] It was expected that the F-4 would remain in the target role with the 82d ATRS until at least 2015, when they would be replaced by early versions of theF-16 Fighting Falcon converted to a QF-16 configuration.[106]
QF-4E flying over the Gulf of Mexico, 1998
On 19 November 2013, BAE Systems delivered its 314th, and last, QF-4 aerial target to the Air Force.[107] The example, RF-4C68-0599, had been in storage for over 20 years before being converted.[108] Over 16 years, BAE had converted 314 F-4 and RF-4 Phantom IIs into QF-4s and QRF-4s, with each aircraft taking six months to adapt.[107] By December 2013, QF-4 and QRF-4 aircraft had flown over 16,000 manned and 600 unmanned training sorties, with 250 unmanned aircraft being shot down in firing exercises.[107] The remaining QF-4s and QRF-4s held their training role until the first of 126 QF-16s were delivered by Boeing.[107] The first QF-16 was delivered to Tyndall AFB in September 2014, achieving IOC on 23 September 2015.[109] The final flight of an Air Force QF-4 from Tyndall AFB took place on 27 May 2015 to Holloman AFB.[110]
After Tyndall AFB ceased operations, the53d Weapons Evaluation Group at Holloman became the fleet of 22 QF-4s' last remaining operator. The base continued using them to fly manned test and unmanned live fire test support andForeign Military Sales testing.[111] The final unmanned flight took place on 17 August 2016, with QF-4E72-0166 being fired upon by aLockheed Martin F-35 Lightning II before returning safely back to Holloman AFB.[112] The type was officially retired from US military service with a four–ship flight at Holloman during an event on 21 December 2016.[113] The last 13 QF-4s were stripped of their systems after 1 January 2017 and transferred to theWhite Sands Missile Range to be used as static targets.[109][114] During its career as a target drone, several QF-4s retained the capability to be flown as a manned aircraft and were maintained in historical color schemes, being displayed as part of Air Combat Command's Heritage Flight at air shows, base open houses, and other events while serving as non-expendable target aircraft during the week.[115]
The USAF and the US Navy had high expectations of the F-4 Phantom, assuming that the massive firepower, the best available on-board radar, the highest speed and acceleration properties, coupled with new tactics, would provide Phantoms with an advantage over the MiGs. However, in confrontations with the lighter MiG-21, F-4s did not always succeed and began to suffer losses.[116] Over the course of the air war in Vietnam, between 3 April 1965 and 8 January 1973, each side would ultimately claim favorable kill ratios.[117]
During the war, U.S. Navy F-4 Phantoms claimed 40 air-to-air victories at a loss of seven Phantoms to enemy aircraft.[73] USMC F-4 pilots claimed three enemy MiGs at the cost of one aircraft in air-combat. USAF F-4 Phantom crews scored107+1⁄2 MiG kills (including33+1⁄2 MiG-17s, eight MiG-19s and 66 MiG-21s) at a cost of 33 Phantoms in air-combat.[92] F-4 pilots were credited with a total of150+1⁄2 MiG kills at a cost of 42 Phantoms in air-combat.
According to theVietnam People's Air Force (VPAF), 103 F-4 Phantoms were shot down by MiG-21s at a cost of 54 MiG-21s downed by F-4s.[118] During the war, the VPAF lost 131 MiGs in air combat (63 MiG-17s, eight MiG-19s and 60 MiG-21s) of which one half were by F-4s.[119]
From 1966 to November 1968, in 46 air battles conducted over North Vietnam between F-4s and MiG-21s, VPAF claimed 27 F-4s were shot down by MiG-21s at a cost of 20 MiG-21s[120] In 1970, one F-4 Phantom was shot down by a MiG-21.[121] The struggle culminated on 10 May 1972, with VPAF aircraft completing 64 sorties, resulting in 15 air battles. The VPAF claimed seven F-4s were shot down, while U.S. confirmed five F-4s were lost.[121] The Phantoms, in turn, managed to destroy two MiG-21s, three MiG-17s, and one MiG-19.[120] On 11 May, two MiG-21s, which played the role of "bait", brought the four F-4s to two MiG-21s circling at low altitude. The MiGs quickly engaged and shot down two F-4s. On 18 May, Vietnamese aircraft made 26 sorties in eight air engagements, which cost 4 F-4 Phantoms; Vietnamese fighters on that day did not suffer losses.[120]
On 5 August 1967, the USSForrestal was stationed off the Indochina coast to carry out strikes against North Vietnam. An electrical fault caused aZuni rocket to be fired from an F-4. The rocket struck the fuel tank of anA-4 Skyhawk attack aircraft, starting a fire which quickly spread to other airplanes, setting off several bombs. The fire and explosions killed 134 men and seriously wounded 161 more in what became known as the1967 USS Forrestal fire.[122][123]
The Royal Australian Air Force (RAAF) leased 24 USAF F-4Es from 1970 to 1973 while waiting for their order for theGeneral Dynamics F-111C to be delivered. They were so well-liked that the RAAF considered retaining the aircraft after the F-111Cs were delivered.[124] They were operated fromRAAF Amberley byNo. 1 Squadron andNo. 6 Squadron.[125]
In 1979, the Egyptian Air Force purchased 35 former USAF F-4Es along with a number of Sparrow, Sidewinder and Maverick missiles from the U.S. for $594 million as part of the "Peace Pharaoh" program.[126] An additional seven surplus USAF aircraft were purchased in 1988.[127] Three attrition replacements had been received by the end of the 1990s.[124]
Egyptian F-4Es were retired in 2020, with their former base atCairo West Air Base being reconfigured for the operation of F-16C/D Fighting Falcons.[128]
TheWest German air force (Luftwaffe) initially ordered the reconnaissance RF-4E in 1969, receiving a total of 88 aircraft from January 1971.[129] In 1973, under the "Peace Rhine" program, theLuftwaffe purchased 175 units of the F-4F. The “F” variant was a more agile version of the “E”, due to its lower weight and slatted wings. However this was achieved at the expense of reduced fuel capacity, and the elimination of AIM-7 Sparrow capability. These purchases made Germany the largest export customer for the Phantom.[130]
In 1975, West Germany also received 10 F-4Es for training in the U.S. In the late 1990s, these were withdrawn from service after being replaced by F-4Fs.[131] In 1982, the initially unarmed RF-4Es were given a secondary ground attack capability; these aircraft were retired in 1994.[132] The F-4F was upgraded in the mid-1980s.[133] West Germany also initiated the Improved Combat Efficiency (ICE) program in 1983. The 110 ICE-upgraded F-4Fs entered service in 1992,[133] and were expected to remain in service until 2012.[134] All the remaining Luftwaffe Phantoms were based at Wittmund withJagdgeschwader 71 (fighter wing 71) in Northern Germany[135] andWTD61 atManching. A total of 24 German F-4F Phantom IIs were operated by the 49th Tactical Fighter Wing of the USAF atHolloman AFB to trainLuftwaffe crews until December 2004. Phantoms were deployed to NATO states under theBaltic Air Policing starting in 2005, 2008, 2009, 2011 and 2012. The German Air Force retired its last F-4Fs on 29 June 2013. German F-4Fs flew 279,000 hours from entering service on 31 August 1973 until retirement.[136][137]
In 1971, theHellenic Air Force ordered brand new F-4E Phantoms, with deliveries starting in 1974. In the early 1990s, the Hellenic AF acquired surplus RF-4Es and F-4Es from theLuftwaffe and U.S. ANG.[138][139] Following the success of the German ICE program, on 11 August 1997, a contract was signed betweenDASA of Germany andHellenic Aerospace Industry for the upgrade of 39 aircraft to the very similar "Peace Icarus 2000" standard.[24] On 5 May 2017, the Hellenic Air Force officially retired the RF-4E Phantom II during a public ceremony.[140]
Iranian F-4E Phantom refueling through a boom during Iran-Iraq war, 1982
In the 1960s and 1970s when the U.S. and Iran were on friendly terms, the U.S. delivered 225 F-4D, F-4E, and RF-4E Phantoms to Iran, making it the second largest export customer.[141] The Imperial Iranian Air Force saw at least one engagement, resulting in a loss, after an RF-4C was rammed[142] by a Soviet MiG-21 duringProject Dark Gene, an ELINT operation during the Cold War.
TheIslamic Republic of Iran Air Force Phantoms saw heavy action in theIran–Iraq War in the 1980s and were kept operational by overhaul and servicing from Iran's aerospace industry.[143] Notable operations of Iranian F-4s during the war includedOperation Scorch Sword, an attack by two F-4s against the Iraqi Osirak nuclear reactor site near Baghdad on 30 September 1980,[144] and theattack on H3, a 4 April 1981 strike by eight Iranian F-4s against theH-3 complex of air bases in the far west of Iraq, which resulted in many Iraqi aircraft being destroyed or damaged for no Iranian losses.[145]
On 5 June 1984, two Saudi Arabian fighter pilots shot down two Iranian F-4 fighters. TheRoyal Saudi Air Force pilots were flying American-built F-15s and fired air-to-air missiles to bring down the Iranian planes. The Saudi fighter pilots hadBoeing KC-135 Stratotanker planes andBoeing E-3 Sentry AWACS surveillance planes assist in the encounter. The aerial fight occurred in Saudi airspace over the Persian Gulf near the Saudi island Al Arabiyah, about 60 miles northeast of Jubail.[146]
Iranian F-4s were in use as of late 2014;[147] the aircraft reportedly conducted air strikes onISIS targets in the eastern Iraqi province of Diyala.[148]
Israeli Air Force F-4Es taking off during theYom Kippur War in October 1973
TheIsraeli Air Force acquired between 212 and 222[149] newly built and ex-USAF aircraft, and modified several as one-off special reconnaissance variants. The first F-4Es, nicknamed "Kurnass" (Sledgehammer), and RF-4Es, nicknamed "Orev" (Raven), were delivered in 1969 under the "Peace Echo I" program. Additional Phantoms arrived during the 1970s under "Peace Echo II" through "Peace Echo V" and "Nickel Grass" programs. Israeli Phantoms saw extensive combat duringArab–Israeli conflicts, first seeing action during theWar of Attrition.[150] In the 1980s, Israel began the "Kurnass 2000" modernization program which significantly updated avionics.[24] The last Israeli F-4s were retired in 2004.[151]
From 1968, the Japan Air Self-Defense Force (JASDF) purchased a total of 140 F-4EJ Phantoms without aerial refueling,AGM-12 Bullpup missile system, nuclear control system or ground attack capabilities.[152][153] Mitsubishi built 138 under license in Japan and 14 unarmed reconnaissance RF-4Es were imported. One of the aircraft (17-8440) was the last of the 5,195 F-4 Phantoms to be produced. It was manufactured by Mitsubishi Heavy Industries on 21 May 1981. "The Final Phantom" served with306th Tactical Fighter Squadron and later transferred to the301st Tactical Fighter Squadron.[154]
JASDF F-4EJKais (57-8354 and87-8407) of 8 Hikōtai in gray air superiority paint scheme, 2002
Of these, 96 F-4EJs were modified to the F-4EJ Kai (改, modified) standard.[155] 15 F-4EJ and F-4EJKai were converted to reconnaissance aircraft designated RF-4EJ. Japan had a fleet of 90 F-4s in service in 2007. After studying several replacement fighters[156][157] theF-35A Lightning II was chosen in 2011.[158] The302nd Tactical Fighter Squadron became the first JASDF F-35 Squadron atMisawa Air Base when it converted from the F-4EJKai on 29 March 2019.[159] The JASDF's sole aerial reconnaissance unit, the501st Tactical Reconnaissance Squadron, retired their RF-4Es and RF-4EJs on 9 March 2020, and the unit itself dissolved on 26 March.[160]
The 301st Tactical Fighter Squadron then became the sole user of the F-4EJ in the Air Defense Command, with their retirement originally scheduled in 2021 along with the unit's transition to the F-35A.[161] However, on 20 November 2020, the 301st Tactical Fighter Squadron announced the earlier retirement of their remaining F-4EJs, concluding the Phantom's long-running career in the JASDF Air Defense Command.[162] Although retirement was announced, the 301st TFS continued operations up until 10 December 2020, with the squadron's Phantoms being decommissioned on 14 December.[163] Two F-4EJs and a F-4EJKai continued to be operated by theAir Development and Test Wing inGifu Prefecture until their retirement on 17 March 2021, marking an end of Phantom operations in Japan.[2]
TheRepublic of Korea Air Force received its first batch of used USAF F-4D Phantoms in 1969 under the "Peace Spectator" program. The F-4Ds continued to be delivered until 1988. The "Peace Pheasant II" program also provided new-built and former USAF F-4Es.[164] In 1975, South Korea fundraised to buy five new F-4 Phantoms with the money donated from South Korean citizens in a national fundraising drive set up to buy the jets (a necessity at the time as South Korea was a poor country and in the aftermath of theKorean War, needed the extra jets to defend against North Korea which had a larger air force back then).[165] In total, the ROKAF operated 92 F-4Ds, 27 RF-4Cs, and 103 F-4Es.[166] The last ROKAF F-4Es were retired on 7 June 2024.[3]
TheSpanish Air Force acquired its first batch of ex-USAF F-4C Phantoms in 1971 under the "Peace Alfa" program. Designated C.12, the aircraft were retired in 1989. At the same time, the air arm received a number of ex-USAF RF-4Cs, designated CR.12. In 1995–1996, these aircraft received extensive avionics upgrades. Spain retired its RF-4s in 2002.[167][168]
TheTurkish Air Force (TAF) received 40 F-4Es in 1974, with a further 32 F-4Es and 8 RF-4Es in 1977–78 under the "Peace Diamond III" program, followed by 40 ex-USAF aircraft in "Peace Diamond IV" in 1987, and a further 40 ex-U.S. Air National Guard Aircraft in 1991.[169] A further 32 RF-4Es were transferred to Turkey after being retired by the Luftwaffe between 1992 and 1994.[169] In 1995,Israel Aerospace Industries (IAI) implemented an upgrade similar to Kurnass 2000 on 54 Turkish F-4Es which were dubbed the F-4E 2020 Terminator.[24] Turkish F-4s, and more modern F-16s have been used to strike KurdishPKK bases in ongoing military operations in Northern Iraq.[170] On 22 June 2012, a Turkish RF-4E was shot down by Syrian air defenses while flying a reconnaissance flight near the Turkish-Syrian border.[171][172] Turkey has stated the reconnaissance aircraft was in internationalairspace when it wasshot down, while Syrian authorities stated it was inside Syrian airspace.[173] Turkish F-4s remained in use as of 2020,[147][174] and it plans to fly them at least until 2030.[175]
On 24 February 2015, two RF-4Es crashed in the Malatya region in the southeast of Turkey, under yet unknown circumstances, killing both crew of two each.[176][177][178] On 5 March 2015, an F-4E-2020 crashed incentral Anatolia killing both crew.[179][180] After the recent accidents, the TAF withdrew RF-4Es from active service. Turkey was reported to have used F-4 jets to attack PKK separatists and the ISIS capital on 19 September 2015.[181] The Turkish Air Force has reportedly used the F-4E 2020s against the more recentThird Phase of the PKK conflict on heavy bombardment missions into Iraq on 15 November 2015, 12 January 2016, and 12 March 2016.[182][183]
An F-4J of the U.S. Navy (foreground), alongside an F-4K of the Fleet Air Arm (background) wait to be catapulted fromUSS Independence, March 1975; one of the major differences can be seen by the higher degree of the British aircraft's extendable nose wheel. Both variants were eventually used by theRoyal Air Force
The United Kingdom bought versions based on the U.S. Navy's F-4J for use with theRoyal Air Force and theRoyal Navy'sFleet Air Arm. The UK was the only country outside the United States to operate the Phantom at sea, with them operating fromHMS Ark Royal. The main differences were the use of the BritishRolls-Royce Spey engines and of British-made avionics. The RN and RAF versions were given the designation F-4K and F-4M respectively, and entered service with theBritish military aircraft designations Phantom FG.1 (fighter/ground attack) and Phantom FGR.2 (fighter/ground attack/reconnaissance).[184][185]
Initially, the FGR.2 was used in the ground attack and reconnaissance role, primarily withRAF Germany, while43 Squadron was formed in the air defense role using the FG.1s that had been intended for the Fleet Air Arm for use aboardHMS Eagle. The superiority of the Phantom over theEnglish Electric Lightning in terms of both range and weapons system capability, combined with the successful introduction of theSEPECAT Jaguar, meant that, during the mid-1970s, most of the ground attack Phantoms in Germany were redeployed to the UK to replace air defense Lightning squadrons.[186] A second RAF squadron,111 Squadron, was formed on the FG.1 in 1979 after the disbandment of892 NAS.
In 1982, during theFalklands War, three Phantom FGR2s ofNo. 29 Squadron were on active Quick Reaction Alert duty onAscension Island to protect the base from air attack.[187] After the Falklands War, 15 upgraded ex-USN F-4Js, known as the F-4J(UK) entered RAF service to compensate for one interceptor squadron redeployed to the Falklands.[133]
Around 15 RAF squadrons received various marks of Phantom, many of them based in Germany. The first to be equipped wasNo. 228 Operational Conversion Unit atRAF Coningsby in August 1968. One noteworthy operator was No. 43 Squadron where Phantom FG1s remained the squadron equipment for 20 years, arriving in September 1969 and departing in July 1989. During this period the squadron was based at Leuchars.[188]
In 1988, Sandia National Laboratories mounted an F-4 on a "rocket sled", then crashed it into reinforced concrete to learn about the collision of aircraft with structures such as a nuclear power plant.[193]
The Collings Foundation F-4D Phantom II, with Vietnam-era "Ritchie/DeBellevue" markings, taxis atSelfridge ANGB, May 2005
An F-4D (civilian registration NX749CF) is operated by theMassachusetts-based non-profit organizationCollings Foundation as a "living history" exhibit.[24][194] Funds to maintain and operate the aircraft, which is based inHouston, Texas, are raised through donations and sponsorships from public and commercial parties.[195][196]
In the 1960s,NASA used the F-4 to photograph and filmTitan II missiles after their launch fromCape Canaveral after finding theLockheed F-104 Starfighter inadequate. Jack Petry, a retired U.S. Air Force colonel, said he put his F-4 into a Mach 1.2 dive synchronized to the launch countdown, then "walked the [rocket's] contrail". Petry's Phantom stayed with the Titan for 90 seconds, reaching 68,000 feet, then broke away as the missile continued into space.[22]
NASA'sDryden Flight Research Center acquired an F-4A on 3 December 1965. It made 55 flights flying chase onX-15 missions and lifting body flights. The F-4 also supported a biomedical monitoring program involving 1,000 flights by NASA Flight Research Center aerospace research pilots and students of theUSAF Aerospace Research Pilot School flying high-performance aircraft. The pilots were instrumented to record accurate and reliable data of electrocardiogram, respiration rate, and normal acceleration. In 1967, the Phantom supported a brief military-inspired program to determine whether an airplane's sonic boom could be directed and whether it could be used as a weapon of sorts, or at least an annoyance. NASA also flew an F-4C in a spanwise blowing study from 1983 to 1985, after which it was returned.[197]
QF-4E AF Serial No. 74-1626 atMcGuire AFB in May 2007 with anA-10 in the background
F-4 Phantom Comparisons
F-4E Phantom (US/Foreign export)
F-4K Phantom (RN FAA/RAF only)
F-4A, B, J, N and S
Variants for the U.S. Navy and the U.S. Marine Corps. F-4B was upgraded to F-4N, and F-4J was upgraded to F-4S.
F-110 (original USAF designation for F-4C), F-4C, D and E
Variants for the U.S. Air Force. F-4E introduced an internal M61 Vulcan cannon. The F-4D and E were the most numerously produced, widely exported, and also extensively used under theSemi Automatic Ground Environment (SAGE) U.S. air defense system.
A dedicatedSuppression of Enemy Air Defenses (SEAD) variant for the U.S. Air Force with updated radar and avionics, converted from F-4E. The designation F-4G was applied earlier to an entirely different U.S. Navy Phantom.
Simplified F-4E exported to and license-built in Japan. Some modified for reconnaissance role, carrying photographic or electronic reconnaissance pods and designated RF-4EJ.
F-4F
Simplified F-4E exported to Germany.
QRF-4C, QF-4B, E, G, N and S
Retired aircraft converted into remote-controlled target drones used for weapons and defensive systems research byUSAF andUSN /USMC.
Hellenic Air Force RF-4E Phantom II in a special color scheme, lands atRIAT 2008, UKA Royal Australian Air Force F-4E Phantom II atRAAF Base Pearce in 1971Egyptian Air Force F-4E Phantom IIs of the 222nd Tactical Fighter Brigade in formation with a U.S. Air Force347th Tactical Fighter Wing F-4E Phantom II during exercise Proud PhantomSpanish Air Force RF-4C Phantom II, 15 June 1993
An F-4F on display described as the "World's largest distributor ofMiG parts", because of the high number of this type of enemy aircraft shot down
The Phantom gathered a number of nicknames during its career. Some of these names included "Snoopy", "Rhino", "Double Ugly",[223] "Old Smokey",[85] the "Flying Anvil", "Flying Footlocker", "Flying Brick", "Lead Sled", the "Big Iron Sled", and the "St. Louis Slugger" (owing to it being produced in St. Louis).[224] In recognition of its record of downing large numbers of Soviet-builtMiGs,[225] it was called the "World's Leading Distributor of MiG Parts".[223] As a reflection of excellent performance in spite of its bulk, the F-4 was dubbed "the triumph of thrust over aerodynamics."[226] GermanLuftwaffe crews called their F-4s theEisenschwein ("Iron Pig"),Fliegender Ziegelstein ("Flying Brick") andLuftverteidigungsdiesel ("Air Defense Diesel").[227] In the RAF it was most commonly referred to as "The Toom" (not tomb).[228] Whilst the Turkish Air Force crewmen nicknamed it asBaba ("Father").[229]
Imitating the spelling of the aircraft's name, McDonnell issued a series of patches. Pilots became "Phantom Phlyers", backseaters became "Phantom Pherrets", fans of the F-4 "Phantom Phanatics", and call it the "Phabulous Phantom". Ground crewmen who worked on the aircraft are known as "Phantom Phixers".[6]
Several active websites are devoted to sharing information on the F-4, and the aircraft is grudgingly admired as brutally effective by those who have flown it. Colonel (Ret.) Chuck DeBellevue reminisced, "The F-4 Phantom was the last plane that looked like it was made to kill somebody. It was a beast. It could go through a flock of birds and kick out barbeque from the back."[230] It had "A reputation of being a clumsy bruiser reliant on brute engine power and obsolete weapons technology."[231]
The aircraft's emblem is a whimsical cartoon ghost called "The Spook", which was created by McDonnell Douglas technical artist, Anthony "Tony" Wong, for shoulder patches. The name "Spook" was coined by the crews of either the 12th Tactical Fighter Wing or the 4453rd Combat Crew Training Wing atMacDill AFB. The figure is ubiquitous, appearing on many items associated with the F-4. The Spook has followed the Phantom around the world adopting local fashions; for example, the British adaptation of the U.S. "Phantom Man"[223] is a Spook that sometimes wears a bowler hat and smokes a pipe.[232]
As a result of its extensive number of operators and large number of aircraft produced, a significant number of F-4 Phantom IIs of a variety of variants have been preserved in museums and other locations around the world.
On 6 June 1971,Hughes Airwest Flight 706, aMcDonnell Douglas DC-9-31 collided in mid-air with a United States Marine Corps F-4B Phantom above theSan Gabriel Mountains, while en route fromLos Angeles International Airport toSalt Lake City. All 49 on board the DC-9 were killed, while the pilot of the F-4B was unable to eject and died when the aircraft crashed shortly afterwards. The F-4B's Radar Intercept Officer successfully ejected from the plane and parachuted to safety, being the sole survivor of the incident.
On 1 October 1976, an RF-4C Phantom II piloted by First Lieutenant Kurt Schnurer and Cadet Werner Michel Berger impacted terrain on Holston Mountain near the Holston Mountain VORTAC, just north of Elizabethton, TN. Both crew members were killed.[234]
On 17 August 1978, during a training exercise of the Mediterranean Sea, a US Navy F-4 shot down another US Navy F-4 with an AIM-9H. The pilots of the downed aircraft ejected and were recovered.[235]
On 22 September 1987, a US Air Force RF-4C Phantom II was shot down by a US Navy F-14 Tomcat during training NATO Exercise Display Determination 87 over the Mediterranean. The RF-4C was conducting a simulated attack onUSS Saratoga when the F-14 pilot became confused and launched a live AIM-9 Sidewinder. The RF-4C crew ejected and were recovered.[237][238]
On 30 January 2023, aGreek Air Force F-4E Phantom II crashed into the Ionian Sea. The aircraft was conducting a training exercise when it crashed 46 km south of theAndravida Air Base. The pilot, Captain Efstathios Tsitlakidis, and co-pilot, First Lieutenant Marios Michael Touroutsikas were killed in the crash.[239][240]
3-view line drawing of the McDonnell F-4C Phantom II
3-view line drawing of the McDonnell Douglas F-4E Phantom II
Structural view of partially disassembled German F-4 Phantoms (2009)VF-96 F-4J "Showtime 100" armed withSidewinder andSparrow missiles (1972)A Republic of Korea Air Force F-4D Phantom II armed with AIM-9 missiles atDaegu Air Base, 1979.
Data fromThe Great Book of Fighters,[133] Quest for Performance,[23]Encyclopedia of USAF Aircraft,[65] andMcDonnell F-4 Phantom: Spirit in the Skies[241]
Fuel capacity: 1,994 US gal (1,660 imp gal; 7,550 L) or 12,961 lb (5,879 kg) internal, 3,335 US gal (2,777 imp gal; 12,620 L) or 21,678 lb (9,833 kg) with 2x 370 US gal (310 imp gal; 1,400 L) external tanks on the outer wing hardpoints and either a 600 or 610 US gal (500 or 510 imp gal; 2,300 or 2,300 L) tank for the center-line station.
Powerplant: 2 ×General Electric J79-GE-17A after-burning turbojet engines, 11,905 lbf (52.96 kN) thrust each dry, 17,845 lbf (79.38 kN) with afterburner
Performance
Maximum speed: 1,280 kn (1,470 mph, 2,370 km/h) at 40,000 ft (12,000 m)
Up to 18,650 lb (8,480 kg) of weapons on nine external hardpoints, including general-purpose bombs, cluster bombs, TV- and laser-guided bombs, rocket pods, air-to-ground missiles, anti-ship missiles, gun pods, and nuclear weapons. Reconnaissance, targeting, electronic countermeasures and baggage pods, and external fuel tanks may also be carried.
^The aircraft was originally designated the AH, and later re-designated F4H, by theUnited States Navy, while theU.S. Air Force's original designation was "F-110A Spectre". The F-4 designation came about in the1962 United States Tri-Service aircraft designation system for all branches of the U.S. military, unified by the order of U.S. Defense SecretaryRobert McNamara. Within McDonnell Aircraft, the F-4 was referred to as Model 98.[4]
^Crowther, M.J.; Baker, Rusty."The History of VMFA-112"(PDF).Marine Fighter Attack Squadron 112, U.S. Marine Corps. Archived fromthe original(PDF) on 27 February 2008. Retrieved13 February 2008.
^abcdeCorrell, John T."The Vietnam War Almanac", (PDF).Air Force Magazine, September 2004. (with attribution to USAF Operations Report, 30 November 1973). Retrieved: 19 November 2007.
^Kirk, R., & Lihani, R. (Producers). (8 February 29). Dogfights "Supersonic" [Transcript, Television series episode]. In Dogfights. Houston, Texas: The History Channel.
^"338 Squadron".Hellenic Air Force.Archived from the original on 10 January 2025. Retrieved10 January 2025.At the end of 1997, after 23 years of service, HAF decided to upgrade the aircraft purchased under the programs Peace Icarus I and Peace Icarus II. On December 18th, 2002, the delivery ceremony of the first upgraded aircraft was held in the Hellenic Aviation Industry facilities, and so began the integration of the upgraded aircraft in 117 Combat Wing. These aircraft were delivered to 338 and 339 Squadron. After the modernization, the Squadron assumed fighter bomber missions, with results comparable to those of third generation aircraft.
^abBaugher, Joseph F. (28 September 2015)."Phantom Service with USAF".Joe Baugher.Archived from the original on 4 November 2010. Retrieved25 March 2021.
^"More QF-4s – And A New Trick for Old Dogs?"Archived 24 January 2008 at theWayback MachineDefense Industry Daily, 22 January 2008. Retrieved: 26 January 2008. Quote: "These large 2-seat multi-role fighters were a triumph of thrust over aerodynamics, and formed the mainstay of the USAF and U.S. Navy fleets for many years."
Beit-Hallahmi, Benjamin.The Israeli Connection: Whom Israel Arms and Why. London: I.G. Tauris, 1987.ISBN1-85043-069-1.
Bishop, Farzad and Tom Cooper.Iranian F-4 Phantom II Units in Combat (Osprey Combat Aircraft #37). Oxford, UK: Osprey Publishing Limited, 2003.ISBN978-1-84176-658-4.
Bowers, Peter M. and Enzo Angellucci.The American Fighter. New York: Orion Books, 1987.ISBN0-517-56588-9.
Burden, Rodney, Michael I. Draper, Douglas A. Rough, Colin R. Smith and David L. Wilton.Falklands: The Air War. London: Arms and Armour Press, 1986.ISBN0-85368-842-7.
Burgess, Richard E.The Naval Aviation Guide, 4th ed. Annapolis, Maryland: Naval Institute Press, 1985.ISBN0-87021-409-8.
Carrara, Dino.Phantom Targets: The USAFs Last F-4 Squadron.Air International, Volume 71, no. 5, November 2006. Stamford, Lincolnshire, UK: Key Publishing, pp. 42–48.ISSN0306-5634.
Cooper, Tom and Farzad Bishop.Target Saddam's Reactor: Israeli and Iranian Operations Against Iraqi Planes to Develop Nuclear Weapons.Air Enthusiast, No. 110, March/April 2004. pp. 2–12.ISSN0143-5450.
Davies, Peter E.USAF F-4 Phantom II MiG Killers 1965-68 (Osprey Combat Aircraft #45). Oxford, UK: Osprey Publishing Limited, 2004.ISBN978-1-84176-656-0.
Davies, Peter E.USAF F-4 Phantom II MiG Killers 1972-73 (Osprey Combat Aircraft #55). Oxford, UK: Osprey Publishing Limited, 2005.ISBN978-1-84176-657-7.
Deurenberg, Rudd.Shedding Light on Iranian Phantoms.Air Enthusiast, No. 111, May/June 2004, p. 72.ISSN0143-5450
Donald, David.RAF Phantoms.Wings of Fame. London: Aerospace. Volume 15, 1999. pp. 4–21.ISBN1-86184-033-0.
Donald, David and Jon Lake, eds.Desert Storm: The First Phase. World Air Power Journal. London: Aerospace, Volume 5, Spring 1991.ISSN0959-7050.
Donald, David and Jon Lake, eds.Desert Storm: Gulf Victory.World Air Power Journal. London: Aerospace, Volume 6, Summer 1991.ISSN0959-7050.
Donald, David and Jon Lake, eds.Encyclopedia of World Military Aircraft. London: AIRtime Publishing, 1996.ISBN1-880588-24-2.
Donald, David and Jon Lake, eds.McDonnell F-4 Phantom: Spirit in the Skies. London: AIRtime Publishing, 2002.ISBN1-880588-31-5.
Dorr, Robert F. "McDonnell F3H Demon".Aeroplane. Volume 36, No. 3, March 2008, pp. 58–61. London: IBC.
Dorr, Robert F. and Chris Bishop, eds.Vietnam Air War Debrief. London: Aerospace Publishing, 1996.ISBN1-874023-78-6.
Dorr, Robert F. and Jon Lake.Fighters of the United States Air Force. London: Temple Press, 1990.ISBN0-600-55094-X.
Dorr, Robert F.Phantoms Forever. London: Osprey Publishing Limited, 1987.ISBN0-85045-742-4.
Eden, Paul ed.The Encyclopedia of Modern Military Aircraft. London: Amber Books Ltd, 2004.ISBN1-904687-84-9.
Elward, Brad and Peter Davies.US Navy F-4 Phantom II MiG Killers 1965-70 (Osprey Combat Aircraft #26). Oxford, UK: Osprey Publishing Limited, 2001.ISBN978-1-84176-163-3.
Elward, Brad and Peter Davies.US Navy F-4 Phantom II MiG Killers 1972-73 (Osprey Combat Aircraft #30). Oxford, UK: Osprey Publishing Limited, 2002.ISBN978-1-84176-264-7.
Freeman, CJ and Gunston, Bill Consulting ed.The Encyclopedia of World Airpower. Crown Publishers, 1979.ISBN0-517-53754-0.
Fricker, John. "Boeing /McDonnell Douglas F-4 Phantom II Current Operators".World Air Power Journal. London: Aerospace, Volume 40, Spring 2000.ISBN1-86184-043-8.
Green, William and Gordon Swanborough.The Great Book of Fighters. St. Paul, Minnesota: MBI Publishing, 2001.ISBN0-7603-1194-3.
Gimmi, Russell M.Airman: The Life of Richard F. B. Gimmi. Bloomington, Indiana: iUniverse, 2009.ISBN978-1-4401-5311-2.
Goodrum, Alastair (January–February 2004). "Down Range: Losses over the Wash in the 1960s and 1970s".Air Enthusiast (109):12–17.ISSN0143-5450.
Grossnick, Roy and William J. Armstrong.United States Naval Aviation, 1910–1995. Annapolis, Maryland: Naval Historical Center, 1997.ISBN0-16-049124-X.
Gunston, Bill ed.The Illustrated History of Fighters. New York, New York: Exeter Books Div. of Simon Schuster, 1981.ISBN0-89673-103-0.
Gunston, Bill Consulting ed.The Encyclopedia of World Airpower. Crown Publishers, 1979.ISBN0-517-53754-0.
Higham, Robin and Carol Williams.Flying Combat Aircraft of USAAF-USAF (Vol.2). Manhattan, Kansas: Sunflower University Press, 1978.ISBN0-8138-0375-6.
Hobson, Chris.Vietnam Air Losses, USAF, USN, USMC, Fixed-Wing Aircraft Losses in Southeast Asia 1961–1973. North Branch, Minnesota: Specialty Press, 2001.ISBN1-85780-115-6.
Howarth, Alan.Spanish Phantoms and Their Legacy.Air Enthusiast 115, January–February 2005, p. 74ISSN0143-5450
Jefford, C.G.RAF Squadrons: A Comprehensive Record of the Movement and Equipment of All RAF Squadrons and Their Antecedents Since 1912:. Shrewsbury, UK: Airlife Publishing, 2nd edition, 2001.ISBN1-84037-141-2
Knaack, Marcelle Size.Encyclopedia of U.S. Air Force Aircraft and Missile Systems: Volume 1 Post-World War II Fighters 1945–1973. Washington, DC: Office of Air Force History, 1978.ISBN0-912799-59-5.
Lake Jon.McDonnell F-4 Phantom: Spirit in the Skies. London: Aerospace Publishing, 1992.ISBN1-880588-04-8.
List, Friedrich. "German Air Arms Review".Air International, Volume 70, No. 5, May 2006, pp. 50–57. Stamford, Lincolnshire, UK: Key Publishing.ISSN0306-5634.
Melampy, Jake. "Phantoms West".Air International, Volume 80, No. 1, January 2011, pp. 36–38. Stamford, Lincolnshire, UK: Key Publishing.ISSN0306-5634.
Nordeen, Lon.Fighters Over Israel: The Story of the Israeli Air Force from the War of Independence to the Bekaa Valley. London: Guild Publishing, 1991.ISBN1-85367-098-7.
Richardson, Doug and Mike Spick.F-4 Phantom II (Modern Fighting Aircraft, Volume 4). New York: Arco Publishing, 1984.ISBN0-668-06068-9.
Swanborough, Gordon and Peter Bowers.United States Military Aircraft Since 1909. Washington, District of Columbia: Smithsonian, 1989.ISBN0-87474-880-1.
Swanborough, Gordon and Peter Bowers.United States Navy Aircraft since 1911. London: Putnam, 1976.ISBN0-370-10054-9.
Taylor, Michael J.H.Jane's American Fighting Aircraft of the 20th century. New York: Mallard Press, 1991.ISBN0-7924-5627-0.
Thetford, Owen.British Naval Aircraft since 1912. London: Putnam, Fourth Edition, 1994, pp. 254–255.ISBN0-85177-861-5.
Thornborough, Anthony M. and Peter E. Davies.The Phantom Story. London: Arms and Armour Press, 1994.ISBN1-85409-121-2.
Wagner, Ray.American Combat Planes, Third Enlarged Edition. New York: Doubleday, 1982.ISBN0-385-13120-8.
Wilson, Stewart.Phantom, Hornet and Skyhawk in Australian Service. Weston Creek, ACT, Australia: Aerospace Publications, 1993.ISBN1-875671-03-X.
%2c_in_1960.jpg)
.png)
.jpg)
