Subject: New Fighter Series--McDonnell F-4 Phantom (3 of 49)

From: [email-masked]
Date: 29 Apr 94 16:20:08 GMT

>From [email-masked]

The F4H-1 (Model 98AM) was the first definitive production version of 
the Phantom, the earlier F4H-1F being considered developmental.  The 
first Phantom to be considered fully-operational was the block 6 
version of the F4H-1.  To distinguish these aircraft from the earlier 
47 aircraft, on May 1, 1961 the latter were redesignated F4H-1F, with 
the 48th and subsequent aircraft retaining the F4H-1 designation.  In 
September 1962, the F4H-1F was redesignated F-4A, with the F4H-1 
becoming F-4B.  

The first block 6 production Phantom with the J79-GE-8A or -8B engine 
(BuNo 148363) flew on March 25, 1961, test pilot Thomas Harris being 
at the controls.  Overall, there was very little difference between it 
and late Block 5 F4H-1F aircraft.  The engines were J79-GE-8As, rated 
at 10,000 lb.s.t. dry and 17,000 lb.s.t. with afterburner.  This 
aircraft and subsequent machines were fitted with revised air intakes 
that had the fixed forward ramp set at 10 degrees from the flight axis 
versus 5 degrees for the modified ramps of the earlier Phantoms.  In 
addition, the variable ramp had a maximum setting of 14 degrees versus 
ten degrees.  They were otherwise similar to late production F4H-1Fs 
with raised canopies and larger radomes containing APQ-72 radars.  

The F-4B had the AJB-3 nuclear bombing system, the General Electric 
AN/ASA-32 analog autopilot and flight control system, and the full set 
of nine hardpoints.  All F-4Bs had the Aero-27A ejector rack on the 
fuselage centerline which could carry a 600 US gallon drop tank.  They 
could also carry a LAU-17A inboard pylon under each wing that could 
each carry one Sparrow or two Sidewinders.  Two MAU-12 outboard 
underwing pylons were also mounted, which could each carry 370 
US-gallon fuel tanks.  Four underfuselage slots were provided, each of 
which could accommodate a semi-recessed Sparrow missile.  In the air 
to ground role, the F-4B could carry a load of up to 16,000 pounds of 
ordnance.  It could carry 8 1000 pound bombs, four AGM-12C Bullpup B 
air to surface missiles, or fifteen packs of 2.75-inch FFARs.  

The APR-30 radar homing and warning system with fin-cap antennae 
facing to front and rear was fitted to all F-4Bs, although it was 
added to the first 18 by retrofit.  

In a series of flights under *Project High Jump*, production F4H-1s 
set several time-to-climb records.  On February 21, 1962, two 
time-to-height records were set at NAS Brunswick, Maine.  Lt.Cdr.  
John W. Young reached an altitude of 3000 meters (9843 feet) in 
34.523 seconds, and Cdr D. M. Longton reached 6000 meters (19,685 
feet) in 48.787 seconds.  John Young was later to become an astronaut 
in both the Gemini and Apollo programs and was to be the pilot of the 
first Shuttle flight in 1981.  Three more time-to-climb records were 
set at NAS Brunswick on March 1, 1962.  Lt. Col. W. C. McGraw 
reached altitudes of 9000 meters (29,528 feet) and 12,000 meters 
(39,370 feet) in 61.629 seconds and 77.156 seconds respectively.  Lt 
Cdr D. W. Nordberg reached an altitude of 15,000 meters (49,213 
feet) in 114.548 seconds.  On March 31, 1962, flying from NAS Point 
Mugu in California, Lt Cdr F. T. Brown reached 20,000 meters (65,617 
feet) in 178.500 seconds.  On April 3, 1962, Lt Cdr John Young reached 
an altiude of 25,000 meters (82,021 feet) in 230.440 seconds.  The 
last record was set by Lt Cdr D. Nordberg on April 12, 1962, reaching 
an altitude of 30,000 meters (98,425 feet) in 371.430 seconds.  In 
setting this record, Lt Cdr Nordberg zoomed over the 100,000 foot 
mark, surpassing the record set earlier by Cdr Flint in the second 
YF4H-1 back in 1959.  However, this mark was not officially recognized 
by the FAI.  

The first production F4H-1s for the Navy went to operational training 
units.  VF-121, a training group based at Miramar, received its first 
F4H-1s (F-4B) in early 1961.  VF-101, a training group based at NAS 
Oceana in Virginia, began to supplement its F4H-1Fs with F4H-1s later 
in 1961.  

The first fully-operational Phantom squadrons were VF-74 (NAS Oceana, 
Atlantic Fleet) and VF-114 (NAS Miramar, Pacific Fleet), which were 
equipped with F4H-1s in mid-1961.  

In October of 1961, VF-74 became the first F4H-1 squadron to complete 
carrier qualifications.  The first operational cruise was made in 
August-October of 1962 by VF-102 aboard the USS *Enterprise* (CVAN-65) 
during its first shakedown cruise.  The first full-scale deployment of 
Phantoms was made by VF-74 when this squadron went to the 
Mediterranean aboard the USS *Forrestal* (CVA-59) from August 1962 
until March of 1963.  

In October of 1962, Soviet missiles were discovered in Cuba, and in 
that month the F-4Bs of VF-41 were transferred from NAS Oceana to NAS 
Key West in Florida.  At the same time, Phantoms operating from the 
USS *Enterprise* and the USS *Independence* (CVA-62) participated in 
the imposition of the quarantine of Cuba.  

By the time of the Gulf of Tonkin Incident in August of 1964, 13 Navy 
fighter squadrons were equipped with F-4Bs.  The first Phantom combat 
sorties were flown during Operation *Pierce Arrow* on August 5, 1964 
from the USS *Constellation* (CVA-64).  These were flown by F-4Bs from 
VF-142 and VF-143, which flew top cover to warplanes striking North 
Vietnamese torpedo boat bases in retaliation for the Gulf of Tonkin 
incident.  

The first Phantom air-to-air kill of the Vietnam War did not actually 
involve a North Vietnamese fighter.  It took place in a battle between 
F-4Bs from the USS *Ranger* (CVA-61) and Chinese MiG-17s near Hainan 
Island on April 9, 1965.  F-4B BuNo 151403, piloted by Lt jg Terence 
M. Murphy of VF-69 shot down a Chinese MiG-17.  However, he himself 
was shot down immediately thereafter, probably by a Sparrow fired by 
one of his wingmen.  This incident was not generally reported, lest it 
complicate Chinese-American relations.  

The first American crew to shoot down a North Vietnamese fighter were 
Commander Thomas C. Page and Lieutenant Jon C. Smith Jr of VF-21 
flying F-4B 151488 from USS *Midway* (CVA-41), who destroyed a MiG-17 
near Haiphong on June 17, 1965.  

In air-to-air combat the F-4 had to rely on its Sparrow and Sidewinder 
missiles, there being no internal cannon fitted.  As a result of 
combat experience in Vietnam, chaff dispensers were added above the 
rear fuselage sides.  ECM capabilities were steadily improved, with 
the addition of Radar Homing and Warning Systems and Deception Systems 
such as the ALQ-51 and AN/ALQ-100.  

The Marine Corps received its first F4H-1s in June of 1962 when 
VMF(AW)-314 traded in its F4D Skyrays for the Phantom.  Beginning in 
April of 1965, Marine Corps F-4Bs were based at airfields in Vietnam 
and Thailand (as well as aboard the USS *America* (CVA-66)).  They 
took an active part in the Vietnam war, primarily in the ground 
support role.  72 Marine F-4Bs were lost in combat and three others 
were destroyed in operational accidents.  

A total of 649 F-4Bs were built and delivered to the Navy and the 
Marine Corps between June 1961 and March of 1967.  

Navy F-4Bs were flown by operational squadrons until the late 1960s.  
During the early 1970s, 228 F-4Bs were upgraded as F-4N under Project 
*Bee Line*.  The first F-4N flew on June 4, 1972.  Other F-4Bs were 
replaced in service by the F-4J, which was a later production variant 
of the Phantom.  The last two active duty Navy squadrons to operate 
the F-4B, VF-51 and VF-111, finally traded in their planes in 1974.  

Some F-4Bs leaving active service were transferred to the reserves.  
F-4B Phantoms first reached the Naval Air Reserve in 1969 when F-4Bs 
were assigned to VF-22L1 at NAS Los Alamitos, California.  Naval 
Reserve units for a couple of years thereafter, after which they were 
consigned to storage at the Davis-Monthan facility in Arizona.  

The last Marine Corps unit to use the F-4B, VMFA-323, finally traded 
in its planes for F-4N conversions in 1979, bringing the service life 
of the F-4B to a close.  

The F-4B served with the following Navy fighter squadrons 

Atlantic Fleet: 

VF-11, VF-14, VF-31, VF-32, VF-33, VF-41, VF-74, VF-84, VF-101, 
VF-102, VF-103, VF-171.  

Pacific Fleet: 

VF-21, VF-51, VF-92, VF-96, VF-111, VF-114, VF-121, VF-142, VF-143, 
VF-151, VF-154, VF-161, VF-191, VF-194, and VF-213.  

Naval Reserve: 

VF-11L1, VF-301, VF-301.  

The F-4B served with the following Marine Corps squadrons: 

VMFA-115, VMFA-151, VMFA-312, VMFA-314, VMFA-321, VMFA-323, VMFA-513, 
VMFA-531, VMFA-541, and VMFAT-201.  

29 F-4Bs were loaned to the U. S. Air Force in support of that 
service's plan to acquire the Phantom as its primary fighter aircraft 
under the designation F-110.  These included BuNos 149405, 149406, 
150480, 150486, 150493, 150630, 150634, 150643, 150649, 150650, 
150652, 150653, 150994, 150995, 150997, 150999, 151000, 151002/151004, 
151006, 151007, 151009, 151011, 151014, 151016, 151017, 151020, and 
151021.  These were temporarily assigned the USAF serials 
62-12168/12196.  Although they were marked as F-110, they retained 
their F-4B designations.  

Twelve F-4Bs were modified as F-4Gs (a Navy designation, not to be 
confused with the USAF F-4G, which was a *Wild Weasel* aircraft).  The 
Navy F-4G was a version modified for the evaluation of the feasibility 
of automatic carrier landing operations.  These twelve aircraft were 
flown by VF-213 from the USS *Kitty Hawk* (CVA-63).  They operated in 
the Gulf of Tonkin from November 1965 until June of 1966.  One was 
lost to North Vietnamese AAA, but the others were later brought back 
to F-4B standards.  

Three F-4Bs (151473, 151497, and 151497) were modified as YF-4Js, the 
prototype for the next and final fighter version of the Phantom to be 
placed in service with the Navy and the Marine Corps.  

Several F-4Bs were modified as DF-4B drone director aircraft.  

In December 1976, the Navy approved the EF-4B designation for F-4Bs 
that were serving with VAQ-33 in support of the Navy's electronic 
warfare support effort.  Long after most F-4Bs had been retired to 
storage, five F-4Bs remained serving with VAQ-33 as high-speed targets 
and as threat simulators to train radar operators.  They were provided 
with electronics countermeasures pods and jammers carried underneath 
their wings.  By the time the designation change was approved, the 
only F-4B remaining with VAQ-33 was BuNo 153070.  The last EF-4B 
aircraft was finally retired in 1981.  

Two F-4Bs were modified as research and development aircraft under the 
designation NF-4B.  They served in test work at the Naval Air 
Development Center at Warminster, Pennsylvania.  The "N" prefix meant 
that structural modifications prevented their return to full 
operational status.  

Serials of the F-4B: 

148363/148386 McDonnell F4H-1 Phantom - Later redesignated F-4B-6-MC 
148387/148410 McDonnell F4H-1 Phantom - Later redesignated F-4B-7-MC 
148411/148434 McDonnell F4H-1 Phantom - Later redesignated F-4B-8-MC 
149403/149426 McDonnell F4H-1 Phantom - later redesignated F-4B-9-MC 
149427/149450 McDonnell F4H-1 Phantom - later redesignated F-4B-10-MC 
149451/149474 McDonnell F4H-1 Phantom - later redesignated F-4B-11-MC 
150406/150435 McDonnell F4H-1 Phantom - later redesignated F-4B-12-MC 
150436/150479 McDonnell F4H-1 Phantom - later redesignated F-4B-13-MC 
150480/150493 McDonnell F4H-1 Phantom - later redesignated F-4B-14-MC 
150624/150651 McDonnell F4H-1 Phantom - later redesignated F-4B-14-MC 
150652/150653 McDonnell F4H-1 Phantom - later redesignated F-4B-15-MC 
150993/151021 McDonnell F4H-1 Phantom - later redesignated F-4B-15-MC 
151397/151398 McDonnell F4H-1 Phantom - Later redesignated F-4B-15-MC 
151399/151426 McDonnell F4H-1 Phantom - Later redesignated F-4B-16-MC 
151427/151447 McDonnell F4H-1 Phantom - Later redesignated F-4B-17-MC 
151448/151472 McDonnell F4H-1 Phantom - Later redesignated F-4B-18-MC 
151473/151497 McDonnell F4H-1 Phantom - Later redesignated F-4B-19-MC 
151498/151519 McDonnell F4H-1 Phantom - Later redesignated F-4B-20-MC 
152207/152215 McDonnell F4H-1 Phantom - Later redesignated F-4B-20-MC 
152216/152243 McDonnell F4H-1 Phantom - Later redesignated F-4B-21-MC 
152244/152272 McDonnell F4H-1 Phantom - Later redesignated F-4B-22-MC 
152273/152304 McDonnell F4H-1 Phantom - Later redesignated F-4B-23-MC 
152305/152331 McDonnell F4H-1 Phantom - Later redesignated F-4B-24-MC 
152965/152994 McDonnell F4H-1 Phantom - Later redesignated F-4B-25-MC 
152995/153029 McDonnell F4H-1 Phantom - Later redesignated F-4B-26-MC 
153030/153056 McDonnell F4H-1 Phantom - Later redesignated F-4B-27-MC 
153057/153070 McDonnell F4H-1 Phantom - Later redesignated F-4B-28-MC 
153912/153915 McDonnell F4H-1 Phantom - Later redesignated F-4B-28-MC 

Specification of the F-4B Phantom: 

Two General Electric J79-GE-8A/-8B/-8C turbojets, 10,900 lb.s.t. dry, 
17,000 lb.s.t. with afterburner.  Maximum speed 1485 mph at 48,000 
feet, 845 mph at sea level.  Initial climb rate 28,000 feet per 
minute.  Service ceiling 62,000 feet, combat ceiling 56,850 feet.  
Combat range 400 miles, maximum range 2300 miles with maximum external 
fuel.  28,000 pounds empty, 44,600 pounds gross, 38,500 pounds combat 
weight, 54,600 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 was 1986 US gallons (1358 
gallons in fuselage, 630 gallons in wings).  Maximum external fuel 
load was 600 US gallons in centerline tank underneath the fuselage and 
740 US gallons in two underwing tanks, bringing total fuel to 3328 US 
gallons.  Armed with four AIM-7D or -7E Sparrow semiactive radar 
homing missiles in underfuselage recesses.  Inner underwing pylons 
could each accommodate an additional Sparrow or a pair of AIM-9 
Sidewinder infrared homing missiles.  In ground attack mode, could 
carry as much as 16,000 pounds of ordnance on centerline pylon 
underneath the fuselage and on four underwing hardpoints.  

Sources:

  The World's Fighting Planes, William Green, Doubleday, 1964.

  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.

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

  The World Guide to Combat Planes, William Green, Macdonald, 1966. 

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

Joe Baugher		AT&T Bell Laboratories   	
263 Shuman Boulevard 		Naperville, Illinois 60566-7050