Subject: New Fighter Series--McDonnell F-4 Phantom (22 of 49)

From: [email-masked]
Date: 9 Jun 94 16:18:57 GMT

>From [email-masked]

The F-4K was the export model of the Phantom designed for the Royal 
Navy.  The Royal Navy had originally planned to purchase the Hawker 
Siddeley P.1154 Mach 2 V/STOL fighter as its primary carrier-based 
fighter aircraft.  However, even before the British government 
cancelled the P.1154 project altogether, the Royal Navy had dropped 
out of the project, citing its high cost and protracted development 
schedule.  This left the Royal Navy with no replacement for its fleet 
of ageing DeHavilland (Hawker Siddeley) Sea Vixens.  During that time 
period, the British government happened to be involved in discussions 
with McDonnell in St Louis on their proposal for a version of the 
Phantom suitable for British requirements.  On July 1, 1964, the Royal 
Navy gave the official go-ahead for a version of the Phantom to 
fulfill its needs.  

The Royal Navy Phantom was originally to have been based on the US 
Navy F-4B.  In fact, the original designation for the Royal Navy 
Phantom was to have been F-4B(RN).  However, a change in plans led 
McDonnell to use the F-4J as the basis for the new aircraft, and the 
designation F-4K was assigned to the project.  

Shortly after the initial approval of the Phantom by the Royal Navy, 
an order was placed with McDonnell for two YF-4K-26 prototypes and two 
F-4K-27 production aircraft.  Production examples were ordered later.  
The original Royal Navy order was for 143 Phantoms, but cuts in the 
carrier fleet resulted in a reduction to 137, then to 110, and finally 
to only 50 plus an option for seven more.  

The F-4K had a number of major modifications which were needed to 
permit its use aboard the smaller British carriers.  Another important 
requirement was that it was to have 40 to 45 percent of its 
components produced in the United Kingdom.  

The most important difference between the F-4K and the F-4J was the 
replacement of the J79 turbojets of the F-4J with a pair of 12,250 
lb.s.t. dry and 20,515 lb.s.t. with afterburning Rolls Royce 
RB.168-15R Spey 201 turbofans.  The additional power offered by the 
Spey was thought to be essential in order to provide sufficient power 
to operate the Phantom safely from smaller British aircraft carriers.  
In addition, the Spey was able to provide more bleed air for the 
boundary layer control system, which would permit slower approach 
speeds.  However, the increased power of these engines required that 
the air intake area be increased by twenty percent and that the lower 
portion of the aft fuselage be redesigned.  

A double-extensible nose undercarriage leg was used to enable high 
angle of attack carrier launches to be made.  The gear could be 
extended in length by as much as 40 inches.  This arrangement was 
first tested on a Navy F-4B during trials aboard the USS *Forrestal*.  
In the interest of achieving slower carrier landing approach speeds, 
larger wing leading edge flaps were fitted and boundary layer control 
was applied.  The amount of anhedral on the stabilator was reduced, 
and slats were provided on the stabilator leading edge.  16 1/2 degree 
drooped ailerons were fitted, which is a fancy way of saying that with 
gear and flaps down, the neutral position of the ailerons 
automatically changes to 16 1/2 degrees downward deflection.  

The Ferranti AN/AWG-11 fire control system was installed in the F-4K 
in place of the AN/AWG-10 of the F-4J.  The British-manufactured 
AN/AWG-11 was a license-built version of the AN/AWG-10, and differed 
from the American-built version mainly in having a radar dish which 
could be swung sideways in order to reduce the aircraft's length to 54 
feet so that it could fit on the small deck lifts of British carriers.  

The initial Royal Navy contract was for two prototype YF-4Ks (Royal 
Navy serial numbers XT595/XT596) and two pre-production F-4Ks 
(XT597/XT598).  The two YF-4Ks were development test aircraft which 
were powered by Spey engines but had primarily American-built 
equipment.  The first YF-4K (XT595) took off on its maiden flight at 
St Louis on June 27, 1966.  It was followed by XT596 on August 1.  
Both machines were sent to Edwards AFB for engine trials.  

The first pre-production F-4K (XT597) flew for the first time on 
November 1, 1966.  The two pre-production machines had more 
British-built equipment.  The British subcontractors were Short 
Brothers, BAC, and Rolls Royce.  British-built subassemblies were 
shipped to St Louis for assembly by McDonnell.  Unfortunately, the 
complex offset agreements increased the unit price of the F-4K and 
caused delays.  In addition, Britain had to shoulder all the 
development costs of the Spey, which raised the price even further.  

The Royal Navy ordered 48 production F-4Ks (XT857/XT876 and 
XV565/XV592).  They were designated Phantom FG.Mk 1 in Royal Navy 
service.  The "FG" designation meant that they fulfilled both fighter 
and ground-attack duties.  They differed from the two YF-4Ks and the 
two pre-production F-4Ks in having Spey 202/203 turbofans, and were 
fitted with all specified British-built equipment items.  

The Royal Navy F-4K could be recognized by the quadrant on the rear 
fuselage which allowed deck crews to check that the stabilator was set 
at the correct angle for a catapult launch.  The F-4K had three 
landing approach lights mounted in a vertical strip on the nose 
landing gear door.  In addition to the Ferranti AN/AWG-11, which was a 
license-built version of the AWG-10, other British-built equipment 
included a Plessey PTR-373 receiver and transmitter, a Dowty 
Electronics UHF standby receiver amplifiier, and a PTR-374 D403P UHF 
airborne emergency transmitter/receiver.  

The first three Royal Navy Phantoms were delivered to Yeovilton on 
April 29, 1968.  The initial trials and crew training were handled by 
No. 700P Squadron, after which No. 892 Squadron was formed for 
carrier-based operations and No.  767 Squadron was assigned the task 
of handling crew training.  

The only Royal Navy operational unit to fly the Phantom, No. 892 
Squadron, was commissioned on March 21, 1969.  It became carrier 
qualified aboard the USS *Saratoga* (CVA-60) in the autumn of 1969.  
It embarked for the first time aboard HMS *Ark Royal* in June of 1970.  
The primary role of the Phantom FG Mk 1 was air-to-air interception, 
with a secondary role of ground attack.  

As compared to the General Electric J79-powered Phantom, the use of 
the Spey produced a ten percent increase in the operational radius and 
a 15 percent increase in ferry range.  Better take-off, initial climb, 
and low-level acceleration figures were obtained.  However, the 
Spey-powered Phantom had a lower maximum speed, a lower ceiling, and a 
generally poorer altitude performance.  

Following the introduction of the Phantom FG.Mk 1 into service, the 
Royal Navy suffered from an unexpectedly rapid drawdown of its carrier 
force.  The cost of refitting HMS *Eagle* for Phantom operations had 
turned out to be prohibitively high, and HMS *Victorious* had to be 
retired early because of an onboard fire.  This left only the HMS *Ark 
Royal* as a Phantom "platform".  Since the Royal Navy now didn't need 
as many Phantoms as before, only 29 Phantom FG.Mk 1s were actually 
delivered to the Royal Navy.  The remainder were immediately diverted 
to the Royal Air Force, which was already receiving its own version of 
the Phantom, the FGR.Mk 2.  These Phantom FG.Mk 1s were turned over to 
No. 43 Squadron at RAF Leuchars in Scotland.  This squadron had been 
reformed on September 1, 1969 to operate Phantom FG.Mk 1s which were 
surplus to Royal Navy requirements, and was given the responsibility of 
the air defense role.  Most of the other Royal Air Force Phantom FGR.  
Mk 2s served in the strike/attack role.  

The last Phantom FG.Mk 1 (XV592) was delivered on November 21, 1969.  

In later years, the Royal Navy's Phantoms were fitted with Marconi ARI 
18228 radar warning receivers mounted inside a large box-like antenna 
fairing sitting on top the tail fin.  Also, many British Phantoms 
received a three-stage radar upgrade, including a Sidewinder Expanded 
Acquisition Mode.  

The F-4K carried no internal cannon nor could it carry the SUU-23/A 
underfuselage cannon pod.  However, F-4K aircraft transferred to the 
RAF were later made compatible with this gun pod.  

In 1978, the British government decided that it could no longer afford 
to maintain carriers capable of operating conventional fixed-wing 
aircraft, and the HMS *Ark Royal* was decommissioned.  The last 
Phantom launch from HMS *Ark Royal* took place on November 27, 1978.  
This meant the end of the line for No.  892 Squadron, and the unit was 
disbanded on December 15, 1978.  Its Phantom FG Mk Is were transferred 
to the Royal Air Force by the end of 1978.  After that time, the Royal 
Navy switched to smaller carriers carrying V/STOL Harriers.  

When transferred to the RAF, ex-Royal Navy FG Mk 1 aircraft were 
assigned to No. 111 Squadron.  No. 111 Squadron had been formed at 
Leuchars, Scotland in 1975 to assume air defense duties and had flown 
Lightning interceptors.  It converted to ex-Navy Phantoms in 
1978-1980.  No. 111 Squadron flew its Phantoms in the air defense 
role, its primary responsibility being the patrolling of the 
Iceland-UK "gap".  It relinquished its Phantoms when it converted to 
the Tornado F.Mk 3 in 1990.  

No. 43 Squadron of the RAF flew its last Phantom mission on July 1, 
1989.  It converted to the Tornado F.Mk 3 shortly thereafter.  

The Royal Navy lost seven Phantoms in accidents during service.  A 
further eight of them crashed after they were transferred to the RAF.  
Phantom FG Mk 1s are now in storage and are no longer flying.  
However, it is possible that they might be sold to another user.  

Royal Navy serials for Phantom FG.Mk 1: 

XT595-XT596 	McDonnell YF-4K-26-MC Phantom 
XT597-XT598 	McDonnell F-4K-27-MC Phantom 
XT857-XT858 	McDonnell F-4K-30-MC Phantom 
XT859-XT862 	McDonnell F-4K-31-MC Phantom 
XT863-XT870 	McDonnell F-4K-32-MC Phantom 
XT871-XT876 	McDonnell F-4K-33-MC Phantom 
XV565-XV571 	McDonnell F-4K-34-MC Phantom 
XV572-XV578 	McDonnell F-4K-35-MC Phantom 
XV579-XV585 	McDonnell F-4K-36-MC Phantom 
XV586-XV592 	McDonnell F-4K-37-MC Phantom 
XV604-XV610 	order not taken up 

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.

  The World's Great Attack Aircraft, Gallery, 1988.

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