Subject: McDonnell F-4 Phantom (10 of 49)

From: [email-masked] (joseph.f.baugher)
Date: 18 May 94 01:51:12 GMT

The F-4D was an improved version of the F-4C which was better suited to 
the specific requirements of the Tactical Air Command.  Although it 
was externally almost identical to the F-4C which preceded it in USAF 
service, it was very different internally.  

The F-4D was authorized in March of 1964.  It had the same engines and 
basic airframe as the F-4C, and had the same internal fuel tankage as 
that of the RF-4C.  The major difference was in the avionics.  The 
most significant change was the replacement of the APQ-100 radar of 
the F-4C by the smaller and lighter partly solid-state AN/APQ-109A.  
This was part of the AN/APA-165 radar set which introduced an 
air-to-ground ranging mode using movable cursors.  The F-4Ds fitted 
with the AN/APQ-109A radar set could be externally distinguished from 
the F-4C by the presence of a larger radome.  However, some F-4Ds were 
fitted with the AN/APA-157 radar set group similar to that fitted to 
the F-4C and were hence externally identical to the F-4C.  

The undernose pod for the AAA-4 infrared search and track was removed.  
The Collins ASQ-19 miniaturized communkcation/navigation/identification
suite became standard.  The Litton ASN-48 inertial navigation system
of the F-4C was replaced by an ASN-63 set, which was upgraded and made 
lighter in weight.  An AJB-7 all-altitude bomb delivery system was
provided, which was connected to an ASQ-91 weapons release computer 
for delivery of laser-guided bombs.  

The F-4D retained the AIM-7 Sparrow capability of the F-4C, but it 
deleted the Sidewinder capability on the inboard underwing pylon in 
favor of the Hughes AIM-4D Falcon infrared-homing missile.  The AIM-4D 
(originally designated GAR-2B) had a launch weight of 134 pounds and 
had an maximum effective range of about 6 miles.  

However, the infrared Falcon proved relatively unsuccessful in air-to-
air combat in Vietnam, shooting down only four MiG-17s and one MiG-21 
between October 26, 1967 and February 5, 1968.  The Falcon was
definitely not a good dogfighting missile, having been originally
designed back in the 1950s for bomber interceptions.  One of the basic 
problems in using the Falcon for dogfighting was that its aerodynamic 
design made for relatively limited maneuverability.  The moveable 
surfaces at the end of the four delta wings of the Falcon did not 
provide sufficient aerodynamic force for the rapid changes of 
direction that were required to be effective against 
highly-maneuverable fighters.  

The Falcon proved to be somewhat temperamental in service, requiring a 
lot of careful setting up and tweaking.  In addition, the Falcon had a 
tendency to cause engine flameouts when fired.  Perhaps the most 
significant problem with the AIM-4D was that its fire control system 
required 6-7 seconds to actually launch the missile after the firing 
button was pushed, which is an eternity in a dogfight.  The internal 
systems and aerodynamic surfaces of the Falcon were powered by an 
internal turbo-alternator and hydraulic power unit which was driven by 
a gas generator.  This system took a few seconds to spin up and take 
over control from the aircraft fire control system.  Also, the analog 
computers in the fire control system had to calculate several 
pre-launch attack parameters and pass them along to the missiles' 
guidance system, which also took a second or two.  

Thirdly, the Falcon required a direct hit to explode, since there was 
no proximity fuse.  The leading edges of the four delta wings were 
made of fibreboard, and the intent was that upon impact the missile 
would bury itself in the fuselage of the target up to the midpoint of 
the missile's wing.  The fibreboard would then crush, completing a 
circuit and detonating the warhead.  In addition, the explosive 
warhead was quite small, only about 4 pounds.  

Consequently, combat pilots in Vietnam were very uncomplimentary about 
the Falcon.  As a result of the barrage of complaints from the field, 
the Sidewinder capability on the inboard underwing pylons was hastily 
restored.  However, in fairness to the Falcon, virtually ALL 
air-to-air missiles prove to be troublesome in Vietnam and less deadly 
to enemy aircraft than anticipated.  

Starting with Block 27, the infrared search and track pod under the 
radome was reinstalled, but not to house the AAA-4 infrared search and 
track, but rather to carry the forward amplifier and antenna of the 
ALR-25/26 radar warning system.  Later, this system was replaced by 
APS-107A with fin antennae and ALR-69(V)2 with antennae in the chin 
pod.  

Externally-hung jammers that could be carried included the ALQ-87 FM 
barrage jammer, the Westinghouse ALQ-101 noise/deception jammer, and 
the Westinghouse ALQ-119 noise/deception jammer capable of covering 
three bands.  

A multiple ejector rack was provided for the centerline pylon and 
triple ejector racks were provided for the inboard underwing pylon.  

In later years, the absence of an internal cannon was seen as a 
liability in close-in air-to-air combat.  The F-4D could carry an 
external centerline SUU-23 pod containing an M-61A1 cannon, but it was 
bulky, provided lots of drag which seriously compromised performance, 
and was rather inaccurate to boot.  In addition, the cannon pod took 
up valuable real estate underneath the fuselage, markedly reducing the 
offensive load that could be carried.  

The weapons system officer in the back seat was often given a TV 
display fed from the seeker of a homing bomb system, initially for the 
GBU-8 and later for the GBU-15.  

For weapons aiming, the F-4C had relied on a fixed sight and a simple 
chart on which it was projected.  The operation of this system made 
accurate bombing very difficult.  The F-4D had improved avionics to 
increase the accuracy of its air-to-ground weapons.  These included an 
AN/ASQ-91 weapons release computer system.  This system measured 
various aircraft parameters such as speed, attitude, and climbing 
rate, and combined it with radar data on the slant range to the target 
to tell the bomb when to drop from the aircraft.  

Also fitted was an AN/ASG-22 lead computing optical sight with 
amplifier and gyro.  This system was designed to improve the 
effectiveness of the Phantom in air-to-air combat.  The system 
combined information about speed, air density and angle of attack, and 
combined it with radar data about the velocity, direction and distance 
of the target to compute the lead angle needed to score a hit.  

The F-4D was ordered in March of 1964, and the first example flew on 
December 7, 1965.  Deliveries began in March of 1966.  The first 
deliveries were to the 36th Tactical Fighter Wing based at Bitburg in 
Germany.  It was later followed by the 4th TFW based at Seymour 
Johnson AFB in North Carolina in January of 1967.  

A total of 793 F-4Ds were built for the USAF.  

>From the spring of 1967, the F-4D gradually began to replace the 
earlier F-4C in combat in Vietnam.  It initially appeared over Vietnam 
with the 8th TFW, commanded by Lt.Col. Robin Olds.  The first F-4D 
MiG "kill" took place on June 5, 1967, when crewmen Maj. Everett T.  
Raspberry and Capt. Francis Gullick shot down a MiG-17 near Hanoi.  
The F-4D eventually destroyed 45 enemy aircraft, and the USAF's 3 
Vietnam-era aces got their fifth kills in F-4Ds during the 
*Linebacker* campaign of 1972.  Captain Steve Ritchie of the 432nd TFW 
got his fifth kill in F-4D number 66-0167 on August 18, 1972.  

The Westinghouse AN/ASQ-152(V)-2 *Pave Spike* laser target designator 
was fitted to several F-4Ds.  The cylindrical *Pave Spike* laser 
designator pod was mounted inside one of the Sparrow missile wells on 
the fuselage underside.  The system used television optics, which made 
it daylight-capable only.  Those *Pave Spike* aircraft which had the 
capability of launching the AGM-65 Maverick air-to-surface missile 
included 66-7509, 7531, 7546, 7634, 7661, 7722, 7746, 8819, and 8821.  

The AN/AVQ-10 *Pave Knife* laser target designator could be carried on 
the inboard underwing pylon of specially modified F-4Ds.  This pod had 
a stabilized head housing a boresighted TV camera and laser 
designator.  It had a low-light television system, which made 
nighttime missions theoretically possible, although it is not certain 
that this was ever done.  Attempts were made to slave the pod's optics 
to the aircraft radar, but these were not successful.  The system 
operated by having the pod look in the same direction as the pilot's 
bomb sight, with the weapons system officer then finding the target on 
his monitor screen as the pilot pointed his aircraft at it.  *Pave 
Knife* aircraft included 66-7652, 7674, 7675, 7679, 7681, 7707, 7709, 
7743, 7760, 7766, and 7773.  Combat missions with the *Pave Knife* 
began on May 23, 1968, initially in conjunction with the GBU-10/B 
laser-guided bomb.  All *Pave Knife* aircraft were assigned to the 
433rd TFS of the 8th TFW.  Perhaps the most spectacular use of the 
*Pave Knife* was the dropping of a span of the Paul Doumer Bridge near 
Hanoi on May 10, 1972.  This bridge had survived literally hundreds of 
previous attacks.  

Two F-4Ds (66-8738 and 66-8812 were fitted with the AVQ-11 *Pave 
Sword* precision attack sensor.  This consisted of a modified AIM-9 
Sidewinder seeker head as a laser spot tracker for targets designated 
by AVQ-12 *Pave Spot* laser designators carried by O-2As.  The system 
was mounted inside a modified SUU-11 gunpod that was suspended from 
the right-forward Sparrow well or from the right inboard underwing 
pylon.  

F-4D number 66-8700 received the *Pave Fire* system mounted in a 
centerline pod.  This system was supposed to use low-light level 
television and laser ranging equipment to perform dive-toss bombing 
missions at night.  In such an mission, the attacking aircraft was 
supposed to dive on the target from a medium altitude, acquire and 
designate the target, then pull up before releasing its "dumb" bombs.  
However, the designation of the target was found to be more tricky 
than expected, and the *Pave Fire* system was never very successful, 
and only one Phantom was so modified.  

The AVQ-9 *Pave Light* laser designator was fitted to 65-0597, 0609, 
0612, 0642, 0677, 0706, 0786, and 66-8814, 8815, 8817, and 8823.  This 
designator was mounted on the left side of the rear canopy frame of 
the F-4D.  In order to use the system, the pilot had to fly in a left 
turn around the target and shine the laser while other aircraft 
attacked it.  If an emergency escape proved to be necessary, the WSO 
first had to demount and store the designator before he could safely 
eject.  Aircraft fitted with the *Pave Light* system were assigned to 
the 8th TFW.  

AN/ARN-92 LORAN-D equipment was fitted to *Pave Phantom* F-4Ds.  They 
could be identified by a rather prominent "towel-rail" antenna on the 
upper rear fuselage behind the rear cockpit.  A total of 72 aircraft 
from blocks 32 and 33 were so equipped.  In Vietnam, the primary 
mission of these *Pave Phantom* F-4Ds was the seeding of the Ho Chi 
Minh trail with sensors, which required the precise nighttime 
navigational capability provided by LORAN.  The primary operators of 
the "towel-rail" F-4Ds were the 25th and 497th TFS of the 8th TFW and 
the 555th TFS of the 432nd TFW.  Subsequently, these planes were 
passed along to the 457th TFS of the 301st TFW, the 23rd TFS of the 
52nd TFW, and the 704th TFS of the 924th TFG.  

The *Combat Tree* modification of 1968-69 permitted the retention of a 
full missile load while carrying electronic countermeasures gear.  It 
did this by adding an attachment point for a countermeasures pod on 
the inboard pylon, which could now carry two more AIM-9J Sidewinder 
missiles on each side.  

Under the *Pave Arrow* program, two F-4Ds were equipped with a 
Sidewinder infrared seeker mounted in a fixed pod for locating heat 
sources from ground targets.  

The designation EF-4D was given to four F-4Ds modified for the *Wild 
Weasel IV/V* SAM suppression role.  65-0657 and 65-0660 were fitted 
with the AN/APS-107 radar homing and warning system and a target 
acquisition system for AGM-78 Standard anti-radiation missiles.  
66-7635 and 66-7647 served as test beds for the AN/APS-38 warning and 
attack system developed by McDonnell Douglas and later adopted for the 
F-4G.  

The F-4D served with the following Air Force Tactical Fighter Wings: 
3rd, 4th, 8th, 12th, 18th, 33rd, 35th, 36th, 48th, 49th, 50th, 52nd, 
56th, 57th, 81st, 354th, 366th, 388th, 401st, 405th, 432nd, 474th, 
475th and 479th.  

As part of the Shah's ambition to turn Iran into a major world power, 
the Nirou Havai Shahanshahiye Iran (Imperial Iranian Air Force) placed 
a order for 16 F-4Ds in 1967.  A second batch of 16 more F-4Ds was 
later ordered.  The first F-4Ds arrived in Iran on September 8, 1968, 
with a total of 32 F-4Ds being ultimately delivered to the Imperial 
Iranian Air Force.  They were later supplemented by large batches of 
F-4Es and RF-4Es, which made Iran the third-largest operator of the 
Phantom after the USA and Israel.  Iranian F-4Ds were used in 
unsuccessful attempts to intercept Soviet MiG-25s that were spying on 
Iran.  Their first combat use was in 1975 when Iran provided 
assistance to the Sultan of Oman in action against rebels.  One of 
these was lost to ground fire.  With the overthrow of the Shah in 1979 
by the Islamic fundamentalist revolution, the shipment of spare parts 
for Iranian Phantoms was embargoed, and many planes had to be 
cannibalized to keep others flying.  However, some spare parts have 
managed to sneak into Iran from Israel and from some NATO countries.  
When Iraq attacked Iran in September of 1980, only 40 percent of the 
Iranian Phantom force was operational due to a shortage of replacement 
parts.  

In 1968, the Republic of Korea, having gotten rather nervous about 
border clashes with North Korea, ordered an initial batch of 18 F-4Ds.  
This order was filled using aircraft drawn from from existing USAF 
stocks rather than by new construction.  The first four F-4Ds arrived 
in Korea in August of 1969.  Eventually, at least 42 ex-USAF F-4Ds 
were transferred to South Korea, the last being delivered in 1988.  

In the early 1980s, F-4Ds began to reach Air Force Reserve units.  The 
units obtaining the F-4D included: 

89th TFS, 906th TFG 
93rd TFS, 482nd TFW 
457th TFS, 301st TFW 
465th TFS, 507th TFG 
704th TFS, 924th TFG 

By the late 1980s, most of the AF Reserve units had exchanged their 
F-4Ds for F-16A/Bs.  The last AF Reserve unit to use the F-4D, the 
482nd TFW, converted to F-16A/Bs in November of 1989.  

In the late 1970s and early 1980s, ex-USAF F-4Ds began to reach the 
Air National Guard.  The first ANG unit to operate the F-4D was the 
178th FIS of the 119th FIG of the North Dakota ANG, which got its 
planes in March of 1977.  ANG F-4Ds served both in the tactical
fighter role and in the interceptor role.  The following ANG units 
are known to have operated the F-4D:

111th FIS, 147th FIG, Texas ANG 
121st FIS, 113th TFW, District of Columbia ANG 
127th FIS, 184th TFG, Kansas ANG 
128th FIS, 116th TFG, Georgia ANG 
134th FIS, 158th TFG, Vermont ANG 
136th FIS, 107th FIG, New York ANG 
141th TFS, 108th TFW, New Jersey ANG 
160th TFS, 187th TFG, Alabama ANG 
170th TFS, 18erd TFG, Illinois ANG 
171st FIS, 191st FIG, Michigan ANG 
177th TFTS, 184th TFG, Kansas ANG 
178th FIS, 119th FIG, North Dakota ANG 
179th FIS, 148th FG, Minnesota ANG 
194th FIS, 144th FIW, California ANG 

During the early 1990s, the F-4Ds in the ANG were all withdrawn from
service and have been replaced by F-16s.  By 1992, the last F-4Ds had 
been withdrawn from the fighter interceptor groups of the Air National 
Guard.  

No F-4Ds remain in service with any unit of the USAF or the Air 
National Guard.  However, numerous F-4Ds remain flying with the 
Republic of Korea Air Force.  It is uncertain how many F-4Ds remain in 
service in Iran, but probably most are by now grounded due to the lack 
of spare parts and are no longer serviceable.  

F-4D serials:

64-0929/0937		McDonnell F-4D-24-MC Phantom
64-0938/0963		McDonnell F-4D-25-MC Phantom
64-0964/0980		McDonnell F-4D-25-MC Phantom
65-0580/0611		McDonnell F-4D-26-MC Phantom
65-0612/0665		McDonnell F-4D-27-MC Phantom
65-0666/0770   		McDonnell F-4D-28-MC Phantom
65-0771/0801		McDonnell F-4D-29-MC Phantom
66-0226/0283 		McDonnell F-4D-29-MC Phantom
66-7455/7504 		McDonnell F-4D-29-MC Phantom
66-7505/7650 		McDonnell F-4D-30-MC Phantom
66-7651/7774 		McDonnell F-4D-31-MC Phantom
66-8685/8698 		McDonnell F-4D-31-MC Phantom
66-8699/8786 		McDonnell F-4D-32-MC Phantom
66-8787/8825 		McDonnell F-4D-33-MC Phantom
67-14869/14876		McDonnell F-4D-35-MC Phantom (for Iranian AF)
67-14877/14884		McDonnell F-4D-36-MC Phantom (for Iranian AF)
68-6904/6911		McDonnell F-4D-37-MC Phantom  (for Iranian AF)
68-6912/6919		McDonnell F-4D-38-MC Phantom  (for Iranian AF)

Specification of the F-4D: 

Two General Electric J79-GE-15 turbojets, 10,300 lb.s.t dry, 17,000 
lb.s.t. with afterburner.  Maximum speed 1432 mph at 42,000 feet 
(Mach 2.17), 826 mph at sea level (Mach 1.08).  Cruising speed 587 
mph.  Landing speed 165 mph.  Inital climb rate 40,100 feet per 
minute.  Service ceiling 55,850 feet.  Combat range 502 miles, maximum 
range 1844 miles with maximum external fuel.  28,958 pounds empty, 
51,577 pounds gross, 38,781 pounds combat weight, 59,380 pounds 
maximum takeoff weight.  Wingspan 38 feet 5 inches, wing area 530 
square feet, length 58 feet 3 3/4 inches, height 16 feet 3 inches.  
Maximum internal fuel in the fuselage tanks was 1260 gallons.  An 
additional 630 gallons of fuel could be carried in internal tanks 
inside the wings.  Maximum external fuel load was 600 US gallons in a 
centerline tank that could be carried underneath the fuselage plus 370 
US gallons in each of two tanks that could be carried underneath the 
outer underwing pylons, bringing total fuel load to 3230 US gallons.  
Armament consisted of four AIM-7 Sparrow semi-active radar homing 
air-to-air missiles in semi-recessed slots in the fuselage belly, plus 
two to four AIM-9 Sidewinder infra-red homing air-to-air missiles 
carried under the wings on the inboard pylons.  A total offensive load 
of up to 16,000 pounds could be carried on the centerline and four 
underwing hardpoints.  

Sources:

  McDonnell Douglas Aircraft Since 1920: Volume II.  Rene J.
  Francillon, Naval Institute Press, 1990.

  McDonnell F-4 Phantom: Spirit in the Skies.  Airtime Publishing, 1992.

  Modern Air Combat, Bill Gunston and Mike Spick, Crescent, 1983.

  The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987.

  United States Military Aircraft Since 1909, Gordon Swanborough and
  Peter M. Bowers, Smithsonian, 1989.

  Post-World War II Fighters: 1945-1973, Marcelle Size Knaac,
  Office of Air Force History, 1986.

  The Illustrated Encyclopedia of Aircraft Armament, Bill Gunston,
  Orion, 1988. 

  E-mail note from Stephen Dewhurst describing details about
  Falcon use in Vietnam.

Joe Baugher			**************************************
AT&T Bell Laboratories		*  "Round up the usual suspects."    *
263 Shuman Boulevard		**************************************
P. O. Box 3050
Naperville, Illinois 60566-7050		
(708) 713 4548				
uscbu!jfb                     Who, me?  Speak for AT&T?  Surely you jest!	
[email-masked]