Fabulous Phantom Pt II

The powerplant for the F-4E is the J79-GE-17 which delivers 17,900 lb thrust with afterburning. The dry weight of the engine is 3835 lb, length 208. 69 inches and diameter 39. 06 inches. Time between overhauls is 1200 hours. The J79-GE-17 is a turbojet engine featuring a 17 stage single rotor compressor with variable inlet guide vanes and six stages of variable stator vanes, a cannular combustor, a three-stage turbine, and an afterburner with a variable area converging-diverging nozzle. The standard day, sea level static, and uninstalled performance ratings are as follows.

Nine external store stations are provided, five of which can be used for air-to-ground armament. The 20 mm Gatling-type cannon in the nose has an ammunition capacity of 639 rounds. This may be supplemented by two additional 20 mm gun pods mounted on each wing outboard armament pylon which can carry 1200 rounds each. The pilot may select a firing rate of either 6000 rounds per minute (RPM) or 4000 RPM for the internal gun. The firing rate for the podded guns is fixed at 6000 RPM. This permits uninterrupted firing bursts of approximately 6 or 10 seconds for the internal gun and approximately 12 seconds for each podded gun. Although each gun may be fired in a single burst, the recommended maximum burst is 3 seconds to preserve gun life. The F-4E M61A1 20 mm gun system consists of a six-barrel “Gatling” gun and a linkless ammunition feed system. The gun, hydraulic drive, ammunition drum and conveyor system is assembled as a palletised package which may be removed for maintenance. The weight of this palletised system is 1028 lb. The linkless feed system conveys the rounds from the ammunition drum to the guns and the spent cases and cleared rounds back to the drum.

For the primary air defence intercept mission, the basic armament consists of four AIM-7 Sparrow Ill missiles or four Sparrows plus four AIM-9 Sidewinder missiles. The AIM-7 Sparrow Ill is a boost-glide, air-to-air missile that employs a semi-active radar guidance system. It has a length of 144 inches, a diameter of 8 inches, wing span of 40 inches, fin span of 32 inches and weight of 402 lb. The AIM-9 Sidewinder is a boost-glide, rail-launched air-to-air missile that employs a passive, automatic tracking, IA-homing guidance system. Length is 112 inches, diameter 5 inches, canard span 15 inches, wing span 22 inches and weight 164 lb.

During its production, additional improvements were made to the F-4E. Starting with June 1972 deliveries, manoeuvring slats were fitted. This greatly increased the turning capability and handling characteristics and were retrofitted to all earlier F-4Es. The slats extended along the leading edge from about one third of the span outwards towards the wing tip.

They were installed in two sections, being divided at the wing hinge line. Area of the outer slats was 18. 88 sq. ft. and the inner pair 36. 50 sq. ft. TISEO (Target Identification System, Electro-Optical), a long-range television system, was also incorporated in all USAF F-4E aircraft delivered from June 1972 onwards. Another feature of the F-4E was full span leading edge fixed inverted slats on the horizontal tailplane, 4. 06 sq. ft. in area, to improve handling. The structure of the aircraft by area is designed primarily of aluminium 67%, steel and nickel alloys 20%, titanium 8% and other material 5%.

When F-4E production terminated in 1979, a total of 1387 had been delivered. A further 151 RF-4E reconnaissance versions were also produced. This was built as a West German reconnaissance version of the USAF F-4E. It featured improved reconnaissance capability and was fitted with a very long-range HF communications system. The first flight of an RF-4E was on 15 September 1970.

Deliveries of the F-4E were as follows: USAF 831, Iran 177, West Germany 10, Korea 37, Greece 56, Turkey 72, and Israel 204. The RF-4E versions were all exported, going to West Germany 88, Iran 21, Japan 14, Greece 8, Turkey 8 and Israel 12. Mitsubishi in Japan produced another 138 F-4Es after receiving an initial two aircraft from the St. Louis plant in 1972. In addition to these sales the RAAF leased 24 F-4Es for two years at a cost of US$34,000,000 under the terms of a Government to Government agreement called Peace Reef. First flight of an RAAF F-4E took place at St. Louis on 26 June 1970, the initial batch of six aircraft were received in Australia on 14 September 1970. One aircraft was lost in an accident and the remaining 23 Phantoms were eventually returned to the USAF.

Specifications of the F-4E version follow:

Wing span 38′ 7. 56″ wings extended. Wing span 27′ 6″ with wings folded. Length 67′ 11. 8″. Height 16′ 3. 3″. Wing area 530 sq. ft. Wheel track 17′ 10. 88″. Wheel base 23′ 3. 27″. Empty weight 29,535 lb. Max weight 61,651 lb. Positive load factor 8. 5 g subsonic. Positive limit load factor 6. 5 g supersonic. Negative limit load factor – 3 g. Maximum speed 1485 mph at 40,000 ft. Cruising speed 585 mph. Max rate of climb 49,800 ft/min. Service ceiling 62,250 ft. Fuel capacity max US 3333 gallons. Ferry range 1885 miles. Takeoff (maximum power) – Gross weight – Full internal fuel plus 639 rounds ammunition 45,480 lb; Ground roll – 1720 ft; Distance over 50 ft obstacle 2850 ft. Combat (maximum power) – Gross weight – 50% internal fuel plus 639 rounds ammunition 39,032 lb; Mmax 2. 09; Combat ceilings (500 ft/min) Subsonic 54,560 ft; Supersonic 56,120 ft; Time to climb from SL to 36. 089 ft 1. 2 min; Time to accelerate from M = 0. 9 to M = 1. 8 at 36,089 ft 2. 3 min; Maximum rate of climb at 36. 089 ft 12,600 ft per minute. Landing – Gross weight – reserve fuel plus 639 rounds ammunition 34,105 lb; Ground roll – with drag chute 3300 ft; Distance over 50 ft obstacle – with drag chute 5200 ft.

A development of the F-4E was the simplified F-4F for the West German Air Force. The F-4F retained the basic airframe of the F-4E, including leading-edge manoeuvring slats. The internally mounted M61 20 mm cannon and AIM-9 Sidewinder are the primary weapons for the air superiority role. AIM-7 Sparrow Ill missiles with supporting equipment have been removed. This aircraft has been configured as an easy to maintain less costly version of the F-4E. Other items removed are the number seven fuel cell near the tail, the slotted tail, bombing avionics and TISEO. The first flight was on 18 May 1973 and 175 were delivered by the time production ceased during June 1976.

The designation F-4G applied to two different aircraft types. For the US Navy, McDonnell modified 12 F-4B aircraft with AN/ASW/21 two-way data link for automatic carrier landing and these were redesignated F-4G. First flight of the YF-4G was on 11 February 1961 and of an F-4G on 20 March 1963. All aircraft were later converted back to F-4B configuration. The USAF F-4G is a conversion of the F-4E done at Hill Air Force Base. Known as the F-4G Wild Weasel, they are equipped with an electronic countermeasures kit containing amongst other gear, an AN/APR-38 powerful jamming radio. Initial flight was on 6 December 1975 and 116 F-4E aircraft were converted to F-4G layout by mid-1981. Based on experience gained in Vietnam with F-4C Wild Weasels, the later F-4G was also destined to fulfil a defence suppression role. This aircraft was intended to have the capability to either jam or destroy enemy electromagnetic radiation emanating from military sources. The abundance of electronics carried has necessitated the removal of the internal 20 mm cannon. This has led to the substitution of anti-radiation air-to-ground missiles as the main armament.

The F-4J version was produced for both the US Navy and US Marine Corps. (The F-4H designation was not used to avoid any confusion with the F-4H-1 delivered several years earlier. ) The Navy and Marines had recognised for some time that an air defence problem had existed because of the inability of air intercept pulse radars to detect and track aircraft flying at low altitudes in radar sea/ground return. This led to the incorporation in the F-4J of AWG-10 pulse-doppler radar with look-down capability in an enlarged nose in which the cannon was removed. Powered by a 17,900 lb thrust J79-GE-10, one-way data link with automatic carrier landing, larger flaps, dropped ailerons and slotted stabilator to reduce landing speed, this Phantom also had structural changes to permit heavier carrier landing weights. First flight of the YF-4J was on 6 April 1965 and of the F-4J on 27 May 1966. Production amounted to 522 aircraft when the last F-4J was delivered on 7 January 1972.

British investigations into an aircraft to replace the Royal Navy Sea Vixens and Royal Air Force Hunters led to the evolution of the F-4K and F-4M, both of which are based on the F-4J. Although McDonnell thought that Britain might be prospective purchaser of 148 F-4K and 150 F-4M aircraft, actual deliveries were somewhat less. An initial contract for F-4Ks was received in September 1964 making Britain the first foreign purchaser of Phantoms. Implicit in the agreement to purchase Phantoms was the inclusion of much British equipment to reduce the flow of dollars needed to effect the order. The most important modification was the change of powerplant to Rolls Royce Speys. A specially modified Spey designated the RB 168-25R was prepared for the Phantom. This had fully variable reheat up to Mach 2 and delivered 12,250 lb thrust dry and 20,515 lb with reheat. To accommodate the Spey several changes were made. It was necessary to increase the air intake frontal area by 20% to provide the airflow required and the engine bay was widened. Auxiliary air intake doors were positioned at the rear of the engine compartment to increase the airflow whilst taxiing. Because of the Spey’s higher exhaust gas temperature, an additional 300 lb of titanium was utilised in the tail area. A total of 1304 lb of titanium (or 9. 4% of the structure) was used in the structure of the F-4K/M.

In December 1965 the first Spey engine was received by McDonnell for installation. In addition to the important powerplant alterations, other changes were implemented to comply with Royal Navy requirements. The nosewheel extension was increased from 20 inches to 40 inches to improve launch characteristics on lower-capacity ship catapults. To improve shipboard handling on the smaller lifts fitted to British aircraft carriers the nose radome folds sideways. A strengthened arrester hook permits the F-4K to land with a 24 ft/sec sink rate at a landing weight up to 38,000 lb. The data link has been deleted and anti-skid brakes are fitted. The anhedral angle of the tailplane was reduced.

First flight of the YF-4K prototype was on 27 June 1966 with the first delivery of a production aircraft on 25 April 1968. Engine combustion problems had delayed production which eventually was completed on 29 July 1969. Reduced Royal Navy requirements had resulted in an F-4K order of 52 aircraft, comprised of 50 production aircraft plus two prototypes. The aircraft were designated by the RN as the Phantom FG Mk 1.

The RAF F-4M version initially took to the air on 17 February 1967. The F-4M is essentially an F-4K tailored to the tactical needs of the RAF. Carrier-based aircraft features such as drooped ailerons, slotted stabilators and extra extendible nose gear have been deleted. Weapon delivery and tactical reconnaissance systems have been added. Some of the differences from the RN version were the inclusion of a Ferranti Inertial Navigation/Attack System and the fitting of British radios, provision for a reconnaissance pod, a strike camera and a turbine combustion starter. First delivery was on 23 August 1968 and production totalled 116 aircraft plus two prototypes when deliveries were completed on 29 August 1969. RAF designation for this model was the Phantom FGR Mk II. In addition to the F-4M deliveries the RAF also took over 24 of the RN’s F-4Ks when they became surplus to the Navy’s requirements.

A US Navy programme to update some F-4Bs serving with the Navy and Marines led to the F-4N. To improve their service life a total of 228 aircraft have been converted at North Island Naval Station, California. The prototype F-4N had its maiden flight on 4 June 1972 and the first delivery was to Naval Air Station Point Magu on 21 February 1973. Improvements included the installation of larger generators and the replacement of all electrical wiring. A similar concept for the updating of 302 F-4Js, also at North Point, had resulted in the F-4s. In addition to the changes implemented, resulting in the F-4N, the F-4S rework programme also involved the addition of manoeuvring slats on the outer wings. This life extension work is expected to be completed by 1984.

The production story of the Phantom is quite remarkable. When the last aircraft was delivered on 26 October 1979 total production of all Phantoms (including 138 built in Japan) was 5200 aircraft. The acceleration of deliveries in the 1960s can be best seen in the following table.

For an aircraft as large and complex as the F-4 to reach such a high level of production is in itself quite remarkable. But it was in the rate of production that some astonishing achievements were reached. The peak production level of the Phantom was attained in June 1967 at a rate of 72 aircraft per month. During a two-year period, a manufacturing rate of over 50 aircraft per month was achieved. During the 1970s this rate was inevitably less with the gradual completion of orders and the phasing in of F-15 production. Given the sophistication and high unit cost of today’s generation of combat aircraft, it is difficult to foresee the eclipsing of the Phantom’s production total.

Details of Phantom II production are as follows.

Another tangible demonstration of the Phantom’s outstanding performance was the way it set about capturing numerous records. Apart from the absolute altitude record mentioned earlier the following records were added to its tally. Of special note is that all these records were set by standard combat configuration aircraft carrying standard Sparrow missile armament.

– 500 km closed course 1216. 76 mph 5 September 1960.

– 100 km closed course 1390. 24 mph 25 September 1960.

– Los Angeles to New York cross-country speed record (Project LANA) 2 hours 49 minutes 9. 9 seconds, 24 May 1961.

Five F4H-1 F aircraft took part in this event competing for the Bendix Trophy staged to commemorate the 50th anniversary of US Naval aviation. Taking off at different times from Ontario, California en route to Floyd Bennett Field, New York, they flew supersonic four times at 50,000 feet. Between these high-speed segments, they descended three times to 35,000 ft for air-to-air refuelling. Average speed for the 2446-mile flight was 870 mph.

– Low altitude 3 km established (flown at a height not exceeding 100 metres) 902. 769 mph, 28 August 1961 (Project Sageburner).

– 15/25 km world speed record established (Project Sky Burner) 1606. 342 mph (Mach 2. 6) 22 November 1961.

– Sustained altitude record, 66,443. 8 feet, 5 December 1961.

– Time-to-climb records – Project High Jump, set by F4H-1 from Naval Air Station, Brunswick, Maine.

– New York to London – Royal Blue 3-4 hours 3 minutes 57 seconds, 11 May 1969.

Although not shown in these records it is worth noting that an F-4 equipped with pre-compressor cooling attained a speed of Mach 2. 62 and was still accelerating during a trial. The speed run was discontinued for fear of the consequences if the water supply used for cooling was exhausted at that speed.

Apart from setting many records the Phantom also showed its combat capabilities by serving with distinction in Vietnam. The first combat operation occurred on 5 August 1964 with F-4Bs from the USS Constellation, sailing in the Gulf of Tonkin, when they escorted attack aircraft engaged in missions against Motor Patrol Boats and associated facilities along the North Vietnamese coast. From that point onwards the Phantom became the most important fighter aircraft in the Vietnam theatre of operations. Many exploits of the Phantom have been chronicled but the following combat figures give an indication of their important contribution.

As at 1 May 1974, the Phantom had the following worldwide victories to its credit including operations in Vietnam.

There is no doubt that the Phantom is going to continue fulfilling an important role for a considerable time for several air arms around the world. In terms of performance, it still has much to offer even in comparison with newer aircraft. Its structure embodying much titanium has been engineered for a long fatigue-free life. In mid 1973 a full scale fatigue test was initiated to demonstrate the fatigue life of an F-4E. The test goal was 16,000 spectrum hours with the following mission mix; 45% air to ground, 25% air to air and 30% non-tactical (instrument, navigation and cross-country flights). McDonnell’s newest efforts, the F-15 and the up-and-coming F-18 are worthy successors to the Phantom. Even with the introduction of these later aircraft into service, the Phantom is destined to be a vital part of many countries’ air defences in the years ahead.