F-4 Phantom II Totally Explained

Everything about F-4c Phantom totally explained

The McDonnell Douglas F-4 Phantom II The Phantom remained in production from 1958 to 1981, with a total of 5,195 built, and was used by the U.S. military from 1960 to 1996, serving with the U.S. Navy, Marine Corps, and U.S. Air Force. It was used extensively by all three U.S. services operating in Vietnam, ending the war as the principal air superiority fighter for both the Navy and Air Force, as well as being important in the ground-attack and reconnaissance roles. Until the advent of the F-15 Eagle, the F-4 also held a record for the longest continuous production with a run of 24 years. Innovations in the F-4 included an advanced pulse-doppler radar and extensive use of titanium in its airframe.
   Despite the imposing dimensions and a maximum takeoff weight of over 60,000 pounds (27,000 kg), the F-4 had a top speed of Mach 2.23 and an initial climb of over 41,000 ft per minute (210 m/s). Shortly after its introduction, the Phantom set 15 world records, including an absolute speed record of 1,606.342 mph (2,585.086 km/h), and an absolute altitude record of 98,557 ft (30,040 m). Although set in 1959–1962, five of the speed records were not broken until 1975 when the F-15 Eagle came into service. Since the F-8 Crusader was to be used for close combat, the F-4 was designed, like other interceptors of the day, without an internal cannon; In a dogfight, the RIO or WSO (commonly called "backseater" or "pitter") assisted in spotting opposing fighters, visually as well as on radar. It became the primary fighter-bomber of both the Navy and Air Force by the end of the Vietnam War.
   Due to its distinctive appearance and widespread service with United States military and its allies, the F-4 is one of the best-known icons of the Cold War. It served in the Vietnam War and Arab–Israeli conflicts, with American F-4 crews achieving 277 aerial victories in South East Asia and completing countless ground attack sorties.
   The F-4 Phantom has the distinction of being the last United States fighter to attain ace status in the 20th century. During the Vietnam War, the USAF had one pilot and two WSOs,
   The F-4 Phantom II was also the only aircraft used by both of the USA's flight demonstration teams. the Blue Angels for six.
   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. The Phantom would be replaced by the F-15 Eagle and F-16 Fighting Falcon in the U.S. Air Force. In the U.S. Navy, it would be replaced by the F-14 Tomcat and the F/A-18 Hornet which revived the concept of a dual-role attack fighter.

Design and development

Origins

The origins of McDonnell’s F-4 can be traced to a 1953 request by the Navy for an upgrade of the McDonnell F3H Demon carrier-borne fighter. Although the Vought F8U Crusader won the contract, the "Super Demon" (as McDonnell’s entrant was dubbed) was developed as a ground attack aircraft under the designation AH, which by 1955 had evolved into an all-weather air superiority fighter designated 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 development and the sales effort.
In 1952, McDonnell’s Chief of Aerodynamics, Dave Lewis, was appointed by CEO Jim McDonnell to be the company’s Preliminary Design Manager. 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. At the time, the Navy had separate fighter and attack branches, each with separate systems and operational requirements. After many iterations and various "enemy capability" assumptions, an unsolicited attack fighter was presented to the Navy. The McDonnell design called for two engines. The primary air-to-air armament was provided by the new Sparrow III air-to-air missiles, semi-recessed in the fuselage. The air-to-ground armament was to be as many bombs as could be carried on stations under the wings and aft of the Sparrows on the fuselage. No guns were offered. It took two years of hard work with the Bureau of Aeronautics and the Naval Air Warfare Division in the Pentagon, but the F-4 was sold with a configuration similar to what was originally proposed.

Super Demon

In 1953, McDonnell Aircraft began work on revising its F3H Demon naval fighter, seeking expanded capabilities and better performance. The company developed several projects including a variant powered by a Wright J67 engine, and variants powered by two Wright J65 engines, or two General Electric J79 engines. The J79-powered version promised a top speed of Mach 1.97. On 19 September 1953, McDonnell approached the United States Navy with a proposal for the "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 millimeter cannon, or 56 FFAR unguided rockets in addition to the nine hardpoints 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 upcoming Grumman XF9F-9 and Vought XF8U-1 already satisfied the need for the 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. A second crewman was added to operate the powerful radar. To avoid redesigning the titanium central section of the aircraft, McDonnell engineers angled up only the outer portions of the wings by 12 degrees which averaged to the required five degrees 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 degrees of anhedral to improve control at high angles of attack while still keeping the tailplane clear of the engine exhaust. In the end, the aircraft was given the less controversial name "Phantom II," the first "Phantom" being another McDonnell jet fighter, the FH-1. The Phantom II briefly carried the designation F-110A and was also given the name of "Spectre" by the USAF, neither title was used.

Prototype testing

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 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 bleed air holes on each ramp; and the aircraft soon squared off against the XF8U-3. Due to operator workload, the Navy wanted a two-seat aircraft and on 17 December 1958 the F4H was declared a 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 pound-force (71.8 kN) of afterburning thrust. In 1959, the Phantom began carrier suitability trials with the first complete launch-recovery cycle performed on 15 February 1960 from USS Independence. The Phantom underwent a great many changes during its career, summarized in the "Variants" section below.
The United States 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 the F-106 Delta Dart, the USAF borrowed two Naval F-4Bs, temporarily designating them F-110A "Spectre" in January 1962, and developed requirements for their own version. Unlike the Navy focus on interception, the USAF emphasized a fighter-bomber role. With McNamara’s unification 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.
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), making it the second most produced and exported American military-jet; the F-86 Sabre still remains the most numerous jet-powered warplane produced and exported by the United States. Of these, 2,874 went to the USAF, 1,264 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 U.S. military.

World records

To show off their new fighter, the Navy led a series of record-breaking flights early in Phantom development:

On 5 September 1960, an F4H-1 averaged 1,216.78 mph (1,958.16 km/h) over a 500 kilometer (311 mi) closed-circuit course.

Operation Sageburner: On 28 August 1961, a Phantom averaged 902.769 mph (1,452.826 km/h) over a three-mile (1.86 km) course flying below 125 ft (40 m) at all times.

Operation Skyburner: On 22 December 1961, a modified Phantom with water injection set an absolute world record speed of 1,606.342 mph (2,585.086 km/h). All in all, the Phantom set 16 world records. With the exception of Skyburner, all records were achieved in unmodified production aircraft. Five of the speed records remained unbeaten until the F-15 Eagle appeared in 1975.
The massive aircraft, designed to fire radar-guided missiles from beyond visual range, lacked the agility of its Soviet opponents and was subject to adverse yaw during hard maneuvering. Although thus subject to irrecoverable spins during aileron rolls, pilots reported the aircraft to be very communicative and easy to fly on the edge of its performance envelope. In 1972, the F-4E model was upgraded with leading edge slats on the wing, greatly improving high-angle-of-attack maneuverability at the expense of top speed. Some pilots adopted the procedure of running one engine in dry thrust at normal power setting, and the other in afterburner, resulting in the same total thrust as using both engines at full rated military power without generating the tell-tale smoke trail.
The F-4's biggest weakness, as it was initially designed, was its lack of an internal cannon. For a brief period, doctrine held that turning combat would be impossible at supersonic speeds and little effort was made to teach pilots air combat maneuvering. In reality, engagements quickly became subsonic. Furthermore, the relatively new heat-seeking and radar-guided missiles at the time were frequently reported as unreliable and pilots had to use multiple shots just to hit one target. 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 in 1967 USAF F-4Cs began carrying SUU-16 or SUU-23 external gunpods containing a 20 millimeter M61 Vulcan Gatling cannon, USAF cockpits were not equipped with lead-computing gunsights, 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, yet far more cost-effective than missiles. The lack of cannon was finally addressed by adding an internally mounted 20 millimeter M61 Vulcan on the F-4E.

Costs

	-4C	F-4C	-4D	-4E
Unit R&D cost		61,200 by 1973		22,700 by 1973
Airframe	1,388,725	1,679,000	1,018,682	1,662,000
Engines	317,647	276,000	260,563	393,000
Electronics	52,287	293,000	262,101	299,000
Armament	139,706	73,000	133,430	111,000
Ordnance			6,817	8,000
Flyaway cost	1.9 million	2.3 million	1.7 million	2.4 million
Modification costs	116,289 by 1973	55,217 by 1973	233,458 by 1973	7,995 by 1973
Cost per flying hour	924	867	896	896
Maintenance cost per flying hour	545	545	545	545

Note: Costs are in 1965 United States dollars and have not been adjusted for inflation.

Operational history

United States Navy

On 30 December 1960, the VF-121 Pacemakers at NAS Miramar 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

Further Information

Get more info on 'F-4c Phantom'.

External Link Exchanges

Do you know how hard it is to get a link from a large encyclopaedia? Well we're different and will prove it. To get a link from us just add the following HTML to your site on a relevant page:

<a href="http://f-4_phantom_ii.totallyexplained.com">F-4 Phantom II Totally Explained</a>

Then simply click through this link from your web page. Our crawlers will verify your link, extract the title of your web page and instantly add a link back to it. If you like you can remove the words Totally Explained and embed the link in article text.
As long as your link remains in place, we'll keep our link to you right here. Please play fair - our crawlers are watching. Your site must be closely related to this one's topic. Any kind of spamming, dubious practises or removing the link will result in your link from us being dropped and, potentially, your whole site being banned.