Comparative advantage

Planning for the Phantom began in 1955 when the US Navy issued a requirement for a fleet air defence fighter. McDonnell Aircraft (later McDonnell Douglas) developed, built and tested the prototype XF-4H1 and flew it in May 1958. First deliveries of the F-4B to the US Navy began in June 1962, followed by a USAF order for the F-4C. Eventually, 17 different models and 5,195 Phantoms were built, operated by about a dozen countries.

The Phantom’s exceptional performance and flexibility quickly saw the original fleet air defence role broadened into the full spectrum of fast jet warfighting missions. The strike role was enabled by the development of new weapons systems, as were reconnaissance and electronic warfare.

The F-4’s high thrust-to-weight ratio, reliable engines and strong airframe opened new performance envelopes. It claimed 12 world records for performance, including high altitude and climb-to-height records (brakes-off to 98,000ft in 6 minutes 11 seconds); absolute speed (Mach 2. 26); and low altitude speed (Mach 1. 25). At the same time, the F-4 could land at a comfortable 125kt (by comparison, the Mirage III landed at about 160kt), and also had a drag chute to assist deceleration. Its turning performance was, for the era, superb. Its range of 1,500nm was typical of high performance fighters but was greatly extended by air-to-air refuelling.

The Phantom was the first RAAF strike fighter to feature genuine systems integration. The radar, weapons, electronic warfare, navigation and guidance systems all worked together, rather than as individual systems, as had previously been the case. Also, the systems were extremely reliable. So too were the engines, which had no limits on throttle handling – it was routine to change power straight from idle to full afterburner. And combat survivability was high. The Phantom’s physical appearance of brute force and ruggedness was accurate, as demonstrated by its ability to recover safely despite serious battle damage.

The US’s involvement in the Vietnam War provided something of a developmental catalyst. Originally equipped with unguided (‘dumb’) iron bombs and basic air-to-air missiles, the F-4 was modified to use advanced missiles, guided munitions, self-protection systems (chaff and flares), and infrared and laser target designation systems. Of particular note for Australia, the Pave Tack electro-optical targeting pod that later became so important on the F-111C was proven in combat on the F-4.

Ultimately, the F-4 could deploy the complete range of weapons, from a 20 millimetre gun to 2,000lb precision guided bombs to stand-off missiles. It was the first strike fighter with that kind of capability.

At 58,000lb (26,330kg) maximum weight the Phantom was a big fighter (the Mirage was 26,000lb/11,800kg), and in most configurations with external stores the pilot had to work hard to get the best out of the airframe. Nevertheless, the controls were very responsive, and manoeuvering was effective. Acceleration in the clean configuration was superb, and the allowable ‘G’ loading of 8. 5 at maximum combat weight produced a tight turn. Sensitivity in pitch was evident but easily accommodated. One unwelcome trait was adverse yaw at high angles of attack. In that situation the rudder became the prime roll input, which was effective but disconcerting at first.

The RAAF leased 24 F-4Es while problems with the F-111’s airframe were being resolved, employing the aircraft in the strike and maritime strike roles. Radar, dive, level, skip and toss bombing techniques were part of the delivery suite. As an aside, the spectacular handling display by Squadron Leader Ken Smith in a Phantom was the undoubted hit of airshows around Australia for the RAAF’s 50th Anniversary in 1971.

The Phantom experience was tremendously important for the RAAF. Without the F-4, the RAAF’s strike bomber wing would have had to transition directly from the very basic Canberra bomber onto the very advanced F-111C. The F-4 set the benchmark for the F-111 era, and made the eventual transition easier and much more effective. And on a broader scale, the lessons learnt in managing what was a capability step-jump in maintenance, logistics, operations, and improvement management have paid dividends for the RAAF with every new capability introduced since the brief but invaluable Phantom era.

Dave Rogers flew the CAC Sabre, F-4 and F-111 during his RAAF career.

The Phantom experience was tremendously important for the RAAF.