F-4 Phantom II
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Image:F-4 Phantom II in flying.jpg Image:F4Phantom.JPG Template:Redirect5 The McDonnell Douglas F-4 Phantom II (Model 98) is a two-place (tandem), supersonic, long-range, all-weather fighter-bomber. An unmistakable icon of the Cold War and the first modern air superiority fighter, the Phantom entered service with US military in the early 1960s and remains on active duty in several countries to this day. Shortly after its debut, the aircraft broke 16 world records for speed and altitude. The Phantom expanded its original air defense role to include tactical reconnaissance and ground attack with conventional and nuclear munitions.
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Development
The McDonnell F-4 Phantom II origins trace back to the 1953 proposal for an upgraded F3H Demon. Although Vought F-8 Crusader won the Navy contract, the Super Demon was developed into a ground attack AH-1, which by 1955 had evolved into an all-weather air superiority F4H. The F4H first flew in 1958 and remained in production from 1959 until 1981. Dave Lewis, was the chief of preliminary design and ultimately, the Program Manager for the development and sales effort.
Super Demon
In 1953, McDonnell Aircraft began work on modernizing its F3H Demon naval fighter. Seeking expanded capabilities and better performance, the company developed several projects including F3H-E with a Wright J67 engine, F3H-G with two Wright J65 engines, and F3H-H with two General Electric J79 engines. The J79-powered version promised a top speed of Mach 1.97. On 19 September 1953, McDonnell approached the US Navy with their proposal for a "Super Demon." Uniquely, the aircraft was to be modular -- 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 cannons, or 56 FFAR unguided rockets in addition to 9 hardpoints under the wings and fuselage. The Navy was sufficiently interested to order a full-size mockup of the F3H-G/H but felt that the upcoming Grumman XF9F-9 and Vought XF8U-1 already satisfied the need for a supersonic fighter. 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. 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 the A-4 Skyhawk for ground attack and F-8 Crusader for dogfighting, the project now had to fulfill the need for an all-weather fleet defense interceptor. The addition of powerful radar capabilities necessitated a second crewman. In a fateful decision, the aircraft was to be armed only with missiles.
Phantom origins
In 1952, McDonnell's Chief of Aerodynamics, Dave Lewis, was appointed by CEO J.S. McDonnell to be the company's Preliminary Design Manager. The first of its kind in the aerospace industry, the group had no specific target other than to learn and understand all of the rapid technical advances being made in aeronautics, structures and engines. It became clear that if the company wanted to be the best designer of combat airplanes, it would have to develop a real understanding of these new technologies, or before long, the company would find itself a fighter subcontractor.
There being no new aircraft competitions on the horizon, internal studies concluded that the Navy had the greatest need for a new and different aircraft type, an Attack Fighter. At the time, the Navy had separate Fighter and Attack Branches, each having little contact or interest in the other. They lived in different worlds when it came to system or operational requirements. After many iterations and various "enemy capability" assumptions, an "unwanted" Attack Fighter was presented to the Navy. The McDonnell design called for two engines; with the primary air-to air armament being provided by the very new Sparrow III missiles, semi-submerged in the fuselage. The air-to-ground armament was to be as many bombs as could be carried on stations that would be mounted under the wings and aft of the Sparrow stations on the fuselage. No guns were provided. It took two long years of hard work with the Bureau of Aeronautics and the Naval Air Warfare Division in the Pentagon. But the F-4 Phantom was sold with pretty much the same configuration as was originally proposed <ref name="Lewis 1993">Template:Cite book</ref>.
The prototype XF4H-1
Image:F4H.jpg The XF4H-1 was designed to carry four semi-recessed AAM-N-6 Sparrow III radar-guided missiles and fitted with J79-GE-8 engines. As in the F-101 Voodoo, the engines sat low in the fuselage to maximize internal fuel capacity and ingested air through fixed geometry intakes. The thin-section wing had a 45° leading edge sweep and was equipped with a boundary layer control system for better low-speed handling, a must for a carrier-borne aircraft. Wind tunnel testing revealed lateral instability requiring the addition of 5° dihedral to the wings. 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 high angles of attack. The all-moving tailplane was given 23° of anhedral to improve control at high angles of attack and clear engine exhaust (the anecdote that it was the result of someone stepping on the blueprints has no substance). In addition, air intakes were equipped with movable ramps to regulate airflow to the engines at supersonic speeds. All-weather intercept capability was achieved thanks to the AN/APQ-50 radar. To accommodate carrier operations, landing gear was designed for landings with a sink rate of 23 ft/s (7 m/s). The nose strut could extend by some 20 in (50 cm) to increase angle of attack at takeoff <ref name="Donald 2002">Template:Cite book</ref>.
To continue the McDonnell tradition of demonic names, F4H was initially going to be named "Satan" or "Mithras." Under pressure from the government, the aircraft was given the less controversial name "Phantom II," the first "Phantom" being another McDonnell jet fighter, the FH-1. Since FH-1 was long out of service, the aircraft was usually referred to simply as the "Phantom".
On 25 July 1955, the Navy ordered two XF4H-1 test aircraft and five YF4H-1 pre-production fighters. The Phantom made its maiden flight on 27 May 1958 with Robert C. Little at the controls. A hydraulic problem precluded retraction of landing gear but subsequent flights went more smoothly. Early testing resulted in redesign of the air intakes, including the addition of distinctive 12,500 bleed air holes on each ramp, and the aircraft soon squared off against the Vought XF8U-3 Crusader III. The Navy wanted a two-seat aircraft and on 17 December 1958 the F4H was declared a winner. Due to delays with the J79-GE-8 engines, the first production aircraft had the J79-GE-2 and -2A engines with 16,100 lbf (71.8 kN) of afterburner thrust. In 1959, Phantom began carrier trials with the first complete launch-recovery cycle performed on 15 February 1960 from USS Independence (CV-62).
Into production
Early in production, the radar was upgraded to a larger AN/APQ-72, necessitating the bulbous nose, and the canopy was reworked to make the rear cockpit less claustrophobic. The changes did little to improve the Phantom's appearance, with one critic saying it looked like someone stepped on its nose and kicked it in the butt. Overall, the Phantom underwent a great many changes during its career (summarized in the "Variants" section below).
The US Air Force received Phantoms as the result of Robert McNamara's push to create a unified fighter for all branches of the military. After an F-4B won the Operation Highspeed fly-off against F-106 Delta Dart, the USAF borrowed two Naval F-4Bs, temporarily designating them F-110A Spectre and developed requirements for their own version. With unification of designations in 1962, the Phantom became the F-4 with Naval version designated F-4B and USAF F-4C. The first Air Force Phantom flew on 27 May 1963.
Phantom II production ended in the United States in 1979 after 5,057 had been built, making it the second most numerous US jet after F-86 Sabre mdash; more than 2,800 went to the USAF, about 1,200 to the Navy and Marine Corps, and the rest to foreign customers. The last U.S.-built F-4 went to Turkey, while the last F-4 ever built was completed in 1981 as an F-4EJ by Mitsubishi Heavy Industries in Japan. As of 2001, about 1,100 Phantoms remained in service worldwide, including QF-4 drones operated by the US military <ref name="Green 2001">Template:Cite book</ref>.
World record breaker
To show off their new fighter, the Navy led a series of record-breaking flights early in Phantom development.
- Operation Top Flight: On 6 December 1959, the second XF4H-1 performed a zoom climb to a world record 98,557 ft (30,040 m). The previous record of 94,658 ft (28,852 m) was set by a Soviet Sukhoi T-43-1 prototype. Commander Lawrence E. Flint, Jr accelerated his aircraft to Mach 2.5 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.
- On 5 September 1960, an F4H-1 averaged 1,216.78 mph (1,958.16 km/h) over a 311 mi (500 km) closed-circuit course.
- On 25 September 1960, an F4H-1 averaged 1,390.21 mph (2,237.26 km/h) over a 62 mi (100 km) closed-circuit course.
- Operation Lana: To celebrate 50th anniversary of Naval aviation, on 24 May 1961, Phantoms flew across continental United States in under three hours in spite of 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 winning pilot Lt. Richard Gordon and navigator Lt. Bobbie Long the 1961 Bendix trophy.
- Operation Sageburner: On 28 August 1961, a Phantom averaged 902.769 mph (1,452.826 km/h) over a 3 mi (1.86 km) course flying below 125 ft (40 m) at all times. Navy Commander J.L. Felsman was killed during the first attempt at this record on 18 May 1961 when his aircraft disintegrated in the air after pitch dampener failure.
- Operation Skyburner: On 22 December 1961, a modified Phantom with water-methanol injection set an absolute world record speed of 1,606.342 mph (2,585.086 km/h).
- On 5 December 1961, another Phantom set a sustained altitude record of 66,443.8 ft (20,252.1 m).
- Operation High Jump: A series of time-to-altitude records was set in early 1962; 34.523 s to 3,000 m (9,840 ft), 48.787 s to 6,000 m (19,680 ft), 61.629 s to 9,000 m (29,530 ft), 77.156 s to 12,000 m (39,370 ft), 114.548 s to 15,000 m (49,210 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). Although not officially recognized, the Phantom zoom-climbed to over 100,000 ft (30,480 m) during the last attempt.
All in all, the Phantom set 16 world records. With the exception of Skyburner, all records were achieved in unmodified production aircraft <ref name="Donald 2002"/>.
Operational history
US Navy
On 30 December 1960, the VF-121 Pacemakers became the first Phantom operator with its F4H-1Fs (F-4As). The VF-74 Be-devilers at NAS Oceana became the first deployable Phantom squadron when it received its F4H-1s (F-4Bs) on 8 July 1961. The squadron completed carrier qualifications in October 1961, and Phantom's first full carrier deployment between August 1962 and March 1963 aboard USS Forrestal (CVA-59). The second deployable U.S. Atlantic Fleet squadron to receive F-4Bs was the VF-102 Diamondbacks who promptly took their new aircraft on the shakedown cruise of the USS Enterprise (CVAN-65). The first deployable U.S. Pacific Fleet squadron to receive the F-4B was the VF-114 Aardvarks which participated in the September 1962 cruise aboard USS Kitty Hawk (CVA-63).
By the time of the Tonkin Gulf incident, 13 of 31 deployable Navy squadrons were armed with the type. F-4Bs from USS Constellation (CV-64) made the first Phantom combat sortie of the Vietnam War on 5 August 1964, flying bomber escort in Operation Pierce Arrow. The first Phantom air-to-air victory of the war took place on 9 April 1965 when F-4B from VF-96 Fighting Falcons piloted by Lt JG Terence M. Murphy shot down a Chinese Mikoyan-Gurevich MiG-17. The Phantom was then shot down, apparently by an AIM-7 Sparrow from one of its wingmen. On 17 June 1965, F-4B from VF-21 Freelancers piloted by Cdr Thomas C. Page and Lt John C. Smith shot down the first North Vietnamese MiG of the war.
On 10 May 1972, Randy "Duke" Cunningham and William P. Driscoll flying an F-4J Showtime 100 shot down three MiGs to become the first flying aces of the war. Their fifth victory was over the mysterious North Vietnamese ace Colonel Toon. On the returning flight, the Phantom was damaged by an enemy SAM. To avoid being captured, Cunningham and Driscoll flew upside-down (the damage made the aircraft uncontrollable in a conventional attitude) and on fire until they could eject over water. During the war, Navy Phantom squadrons participated in 84 combat tours with F-4Bs, F-4Gs, and F-4Js. The Navy claimed 41 air-to-air victories at the cost of 71 aircraft lost to enemy fire (5 to aircraft, 13 to SAMs, and 53 to AAA). An additional 54 aircraft were lost in accidents.
By 1983, the F-4Ns have been completely replaced with F-14 Tomcats, and by 1986 the last F-4Ss were exchanged for F/A-18 Hornets. On 25 March 1986, an F-4S belonging to VF-161 Chargers became the last Navy Phantom to launch from an aircraft carrier ( USS Midway (CV-41)). On 18 October 1986, F-4S from VF-202 Superheats made the last-ever Phantom carrier landing aboard USS America (CV-66). In 1987, the last of the Naval Reserve-operated F-4Ss were replaced by F-14s. The only Phantoms still in service with the Navy are the QF-4 target drones operated by the Naval Air Warfare Centers <ref name="Donald 2002"/>.
US Marines
The Marines received their first F-4Bs in June 1962, with the VMFA-314 Black Knights becoming the first operational squadron. In addition to attack variants, the Marines also operated several tactical reconnaissance RF-4Bs. Marine Phantoms from VMFA-531 Gray Ghosts arrived in Vietnam on 10 April 1965, flying close air support missions from land bases as well as from USS America (CVA-66). The Marines claimed 3 enemy MiGs at the cost of 75 aircraft lost in combat and 4 in accidents. On 18 January 1992, the last Marine Phantom, an F-4S, was retired by VMFA-112 Cowboys. The squadron was re-equipped with F/A-18 Hornets.
US Air Force
At first reluctant to adopt a Navy fighter, the USAF quickly embraced the design and became the largest Phantom user. The first USAF Phantoms in Vietnam were F-4Cs from 555th Tactical Fighter Squadron Triple Nickel which arrived in December 1964. Unlike the Navy, the Air Force initially flew its Phantoms with a pilot rather than a radar intercept officer (RIO) in the back seat and the aircraft had dual flight controls. USAF F-4Cs scored their first victory against a Vietnamese MiG-17 on 10 July 1965. On 24 July 1965, an Air Force F-4C from the 47th Tactical Fighter Squadron became the first US plane to be downed by an enemy SAM. Reconnaissance RF-4Cs made their debut in Vietnam on 30 October 1965, flying the hazardous post-strike recce missions. Although the F-4C, being essentially identical to the Navy F-4B, carried the Navy-designed AIM-9 Sidewinder missiles, the USAF-tailored F-4Ds initially arrived with USAF-designed AIM-4 Falcons. However, the Falcon was designed to shoot down slow bombers and proved worthless in combat, and F-4Ds quickly reverted to using Sidewinders. The attrition of the war resulted in a shortage of F-105 Thunderchief fighter-bombers and USAF pressed the Phantoms into the ground attack role. Nonetheless, on 28 August 1972, Steve Ritchie became the first USAF ace of the war. On 9 September 1972, WSO Charles B. DeBellevue became the highest-scoring American ace of the war with six victories. WSO Jerry Feinstein became the last USAF ace of the war on 13 October 1972.
On 31 January 1972, 170th Tactical Fighter Squadron/183d Tactical Fighter Group of Illinois Air National Guard became the first Air National Guard unit to transition to Phantoms. The ANG service lasted until 31 March 1990, when the Phantom was replaced by the F-16 Fighting Falcon. Then, on 15 August 1990, 24 F-4G Wild Weasel Vs and 6 RF-4Cs were mobilized to the Middle East for Operation Desert Storm. The reason for this was the F-4G was the only SEAD aircraft in the USAF inventory equipped for the lethal SEAD role since the EF-111 Raven lacked the offensive capability of AGM-88 HARM missiles. The RF-4C was the only aircraft equipped with the ultra-long-range KS-127 LOROP (long-range oblique photography) camera. 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 from 561st Fighter Squadron, were retired on 26 March 1996. Unlike the Navy, the Air Force continues to operate QF-4 target drones. The Collings Foundation operates a restored F-4D warbird which performs at airshows <ref name="Donald 2002"/>.
Flying the Phantom
In air combat, Phantom's greatest advantage was its excellent thrust which permitted a skilled pilot to engage and disengage from the fight at will. Not surprisingly, the massive aircraft lacked the agility of its Soviet opponents. Although the F-4 proved somewhat liable to enter spins during high-G and high angle of attack maneuvers, pilots reported the aircraft to be very communicative and easy to fly on the edge of its performance envelope <ref name="Higham 1978">Template:Cite book</ref>. The J79 engines produced copious amounts of black smoke at military power which made the Phantoms easy to detect and visually track from a distance. By far, the biggest weakness of the F-4 was its lack of cannon armament. The US military doctrine at the time dictated that turning combat would be impossible at supersonic speeds and no effort was made to teach pilots air combat maneuvering. In reality, engagements quickly reduced the speed below the sound barrier and the early missiles were inaccurate and unreliable. Rules of engagement precluded long-range missile attacks and many pilots found themselves on the tail of enemy aircraft but too close to fire missiles. It did not take long for USAF F-4Cs to begin carrying SUU-16 and SUU-23 external gunpods containing a 20 mm M61 Vulcan gatling cannon. Combat trials demonstrated that while the externally mounted cannon was inaccurate, the cost of ammunition expended per shot down enemy aircraft was a small fraction of the missiles. The aircraft also gained the ability to strafe ground targets. The lack of cannon was definitively addressed with F-4E.
The Phantom was the only aircraft used by both the USAF Thunderbirds (F-4E) and the US Navy Blue Angels (F-4J) flight demonstration teams.
Phantom in foreign service
The F-4E and other variants have served with the air forces of many countries, including Australia, Egypt, Greece, Iran, Israel, Japan, Spain, South Korea, Turkey, and West Germany.
Australia
The Royal Australian Air Force leased 24 USAF F-4Es from 1970 to 1973 while waiting for delivery of the delayed General Dynamics F-111.
Egypt
Although Egypt was initially interested in the F-5 Tiger, in 1979 they purchased 43 former USAF F-4Es along with a number of Sparrow, Sidewinder, and Maverick missiles for $594 million USD as part of Peace Pharaoh program. An additional 8 surplus USAF aircraft were purchased in 1988 <ref name="Green 2001"/>.
Germany
The German Luftwaffe originally received the lightened and simplified F-4F with a smaller radar and no mid-air refueling or AIM-7 Sparrow capability in the mid-1970s under the Peace Rhine program. In 1983, Germany initiated the ICE (Improved Combat Efficiency, German name KWS - Kampfwertsteigerung) program which outfitted F-4Fs with the same AN/APG-65 radar as in the F/A-18, the ability to carry AIM-120 AMRAAM missiles, digital avionics, and smokeless engines. The ICE-upgraded F-4Fs began entering service in 1992 <ref name="Green 2001"/>. It is worth noting that 24 F-4Fs were operated by the 49th Tactical Fighter Wing of the USAF at Holloman AFB to train Luftwaffe crews.
Greece
In the 1970s, Hellenic Air Force purchased 64 F-4E and RF-4E Phantoms, which were supplemented by 57 surplus RF-4Es and F-4Es from Luftwaffe and US ANG in the early 1990s. Several of the aircraft were modified to the F-4G Wild Weasel V standard and fitted with AGM-88 HARM missiles. Following the success of the ICE program, on 11 August 1997, DASA of Germany received a contract to upgrade 39 aircraft to the Peace Icarus 2000 standard. The upgrade program included an AN/APG-65GY radar, Honeywell H-764G navigation system which is a combination of laser inertial navigation system (LINS), global positioning system (GPS), and Elbit Systems Modular Multi-Role Computer (MMRC), the LITENING targeting pod, and the ability to carry AIM-120 AMRAAM missiles and the AGM-130 stand-off weapon <ref name="Donald 2002"/>.
Iran
In the 1960s and 1970s, then US-friendly Iran purchased 225 Phantoms. Like the F-14 Tomcat, many of the Iranian F-4s have since fallen to attrition and lack of spares. The surviving aircraft are believed to have benefited from locally-designed and reverse-engineered components and weapons as well as incorporation of ex-Soviet and Chinese technology. In 2001, Iran was estimated to have 40 operational Phantoms <ref name="Green 2001"/>.
Israel
The Israeli Air Force has received a total of around 225 Phantoms comprised of both newly built and ex-USAF aircraft, as well as several one-off special reconnaissance variants. Israeli Phantoms saw extensive combat during Arab-Israeli conflicts with 116 claimed victories to 56 losses, including ground fire. Nicknamed Kurnass (Sledgehammer), Israeli F-4s undewent an extensive modification program to adapt them for local weapons and avionics. In 1980s, Israel began the Kurnass 2000 modernization program which significantly updated avionics, including the APG-76 radar and cockpit with multi-function displays and HOTAS, and added capability for AGM-142 Popeye missiles. Kurnass 2000 aircraft, which first flew on 11 August 1987 and began entering service on 5 February 1991, can be recognized by small strakes above the air intakes and a "probe-and-drogue" boom plumbed into the boom receptacle on the spine of the aircraft. Israel also created a Pratt & Whitney PW1120-engined version which first flew on 30 July 1986. The aircraft was capable of supercruise, had 17% better thrust-to-weight ratio, 15% better sustained turn rate, 36% greater climb rate, and 27% better acceleration, all with improved fuel efficiency. The aircraft was demonstrated at the 1987 Paris Air Show but the project was deemed too expensive for the aging airframes <ref name="Donald 2002"/>. The last Israeli F-4s were retired May 12, 2004.
Japan
In the early 1970s, the Japan Air Self-Defense Force purchased 140 simplified F-4EJ Phantoms, the majority of which were built under license in Japan by Mitsubishi. Most of these have since been modified to the F-4EJ Kai standard with laser inertial navigation system, APG-66J radar, and other avionics upgrades.
South Korea
South Korea purchased a total of around 220 Phantoms which had received only limited upgrades.
Spain
Spanish Air Force operated around 50 ex-USAF Phantoms without major upgrades.
The Netherlands
On the 14th of August 1968 a F-4 Phantom II of the US Air Force from the military base Soesterberg in The Netherlands was involved in an accident in heavy fog where the tip of a wing hit one of the guy-wires of a television transmission tower, Zendstation Smilde. The wire snapped, causing the upper section of the tower to bend. The airplane managed to land on base with minimal damage.
Turkey
Turkish Air Force received a total of 205 Phantoms comprised of both new and ex-USAF aircraft. The IAI of Israel implemented an upgrade similar to Kurnass 2000 on Turkish F-4s. Dubbed Terminator 2020, it is optimised for ground attack and unable to fire the AIM-120 AMRAAM. The upgrade includes an advanced ELTA SPS-100 fire-control system/radar, adopted from the abortive IAI Lavi technology demonstrator of the early 1990s <ref name="Donald 2002"/>.
United Kingdom
The United Kingdom bought the F-4 for use with the Royal Air Force and Fleet Air Arm in the wake of the cancellation of home-grown projects such as the BAC TSR-2 and the Hawker Siddeley P.1154. British versions were based on the USN F-4J and were given the designation F-4K and F-4M respectively. They would enter service as the FG.1 and FGR.2. replacing the Hawker Hunter and de Havilland Sea Vixen. British Phantoms were fitted with the larger and more powerful Rolls-Royce Spey turbofan engines with 20,515 lbf (91.25 kN) of afterburning thrust each for improved take-off performance, and many of the subsystems were replaced with British-manufactured equivalents. The larger engines required more air than on other F-4 variants which necessitated 20% larger air intakes and compromised top speed and high altitude performance. Range improved, however, due to the turbofans' better fuel efficiency. The Fleet Air Arm Phantoms were fitted with a double-telescoping front landing gear strut which could extend 40 in (102 cm), the increased angle of attack being necessary for catapult launches from the smaller British carrier HMS Ark Royal. The first British-spec YF-4K flew on 27 June 1966, with YF-4M joining it on 17 February 1967. After the Falklands War, British-spec Phantoms were joined by 15 former US Navy F-4J(UK) upgraded to the F-4K/M standard <ref name="Green 2001"/>.
The Fleet Air Arm order was cut down with the cutting back of the Royal Navy carrier force, the majority of the 160 UK Phantoms that would be built operating with the RAF in ground attack and long range interception. In the late 1970s RAF Phantoms were replaced by the SEPECAT Jaguar for ground attack roles and the FAA Phantoms disbanded and given over to the RAF. In addition to these, in 1984, the RAF purchased a total of 15 F-4J aircraft second-hand from the US Navy to increase its interceptor force following the Falklands War (a Phantom squadron was posted to the islands after the hostilities). The Phantom was replaced in British service by the Panavia Tornado F3 air defense variant. The UK retired its last Phantoms in 1993 as a result of the Options for Change spending cuts <ref name="Donald 2002"/>.
Phantom nicknames
Image:F-4 parts distribution.jpg Either devoutly loved or passionately hated by those who flew it and worked on it, the Phantom gathered a number of nicknames during its career. It was the "Rhino" because of the long nose and tough titanium construction, the "Double Ugly" and "DUFF(Double-Ugly Fat Fucker)" in reference to its dihedral wings and anhedral tail as well as its two crew members, the "World's Leading Distributor of MiG Parts" in tribute to its record of downing 277 MiG aircraft in US service and additional 116 with Israel, the "Flying Anvil", the "Big Iron Sled", and the "Louisville Slugger." German Luftwaffe crews called their F-4s the "Eisensau" (Iron sow), "Fliegender Ziegelstein" (Flying brick), and "Luftverteidigungsdiesel" (Air defense diesel). Imitating the spelling of the aircraft's name, fans of the F-4 ("Phantom Phanatics") call it the "Phabulous Phantom." Ground crews who worked on the aircraft are known as "Phantom Phixers."[1]
The Spook
Image:Spook 1000.jpg As famous as the aircraft itself is its emblem, a whimsical cartoon ghost called The Spook. It was created by a McDonnell Douglas technical artist Anthony "Tony" Wong for shoulder patches. The name was coined by the crews of either 12th Tactical Fighter Wing or 4453rd Combat Crew Training Wing at MacDill AFB. The figure is ubiquitous, appearing on every imaginable item associated with the F-4. Spook has followed the Phantom around the world adopting local fashions. For example, the British Spook sometimes wears a bowler hat and carries a pipe.
Operators
Template:Main The United States Navy, United States Marine Corps, and United States Air Force all flew various models of the Phantom. Some of the dozens of other users included the United Kingdom's Royal Air Force and Fleet Air Arm, Luftwaffe, Royal Australian Air Force, Hellenic Air Force and the Israeli Air Force.
Variants
- F-4A, B, J, N, and S - versions for US Navy and US Marines featuring upgrades in engines, aerodynamics, and avionics. F-4B were upgraded to F-4N, and F-4J were upgraded to F-4S.
- F-110, F-4C, D, E, and G - versions for US Air Force. F-4E introduced an internal M-61 Vulcan cannon, F-4G Wild Weasel V was a dedicated SEAD variant. F-4D and E were widely exported.
- F-4K and M - versions for British military re-engined with Rolls-Royce Spey turbofans.
- RF-4B, C, and E - tactical reconnaissance variants.
- QF-4B, E, G, and N - retired aircraft converted into remote-controlled target drones used for weapons and defensive systems research.
- F-4EJ - simplified F-4E exported to and license-built in Japan.
- F-4F - simplified F-4E exported to Germany.
- F-4X - proposed version with water injection capable of exceeding Mach 3.
Specifications (F-4E)
Image:F-4 3-view.jpg Template:Airtemp
F-4s in fiction
The F-4 made movie appearances in The Great Santini, Red Flag, Iron Eagle II, Forrest Gump, and Hamburger Hill (where F-4Es from Clark Air Base in the Philippines were used during the shooting of the napalm scene from the movie in 1987).
In the anime series Area 88, The Royal Asranian Air Force employs several F-4Js in service with its mercenary corps. The F-4 is featured in the game Flight of the Intruder along with the A-6 Intruder.
References
<references/>
External links
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