Phantom from the Cockpit

Flying the Legend

Peter Caygill

• Publisher: Pen & Sword Aviation
• Year: 2020
• Print ISBN: 9781844152254
• eBook ISBN: 9781783409631
• Topic: History
• Subtopic: Military & Maritime History
• Index: History

The McDonnell Douglas F-4 Phantom was the outstanding aircraft in many of the Western World's air forces during the 1960s and 70s. It played a key role in the 'Cold War' and saw action in Vietnam. It first flew in 1958 and went into operation with the US Navy in 1960. During its long front-line life it flew in the roles of an interceptor, fighter-bomber and reconnaissance aircraft.Apart from giving a comprehensive overview of the Phantom's history, this book looks particularly at the experiences of the Royal Air Force and Fleet Air Arm when they received a new model designed with a British Rolls-Royce turbofan instead of the original American power-plant. All was not sweetness and light when the first trials commenced and this book traces its development and progression from being a carrier-based attack aircraft flown by the Fleet Air Arm to the many successful roles it played as a land-based aircraft with the RAF.

CHAPTER ONE

Design and Development

At the time of its first flight in May 1958 the McDonnell Douglas F4H-1 Phantom II represented a radical departure from what had gone before, with respect to both design and concept. The first decade of jet-powered flight had seen dramatic progress in the performance levels of fighter aircraft, especially in terms of climb rate and top speed and it is, perhaps, not surprising that most aircraft of the 1950s had a relatively short life in their primary role as they were quickly supplanted by more advanced machines. Many aircraft had also experienced a troubled development, particularly in relation to handling problems encountered in the transonic region of flight, but these difficulties were gradually being overcome. The first experience of jet versus jet combat over Korea also led to changed thinking as regards the type of aircraft that were needed and the tactics to be employed. The Phantom was very much a product of the Korean War and with the benefit of hindsight it would be easy to suggest that the F4H was a star awaiting a stage, however, at the time of its inception there were still many doubts and uncertainties, and very few people at the time could have envisaged how important a design it would be, or how long its eventual pre-eminence would last.

By the mid-1950s McDonnell had already produced three jet fighters for the US Navy. The straight-winged XFD-1 (later FH-1) Phantom was the world’s first purpose-built naval jet fighter and was powered by two Westinghouse J30 turbojet engines, each producing a modest 1,600 lb s.t. With a top speed only approaching 500 mph the first Phantom had little operational capability and only sixty were produced. The FH-1 was followed by the F2H Banshee which was broadly similar in design but was powered by two Westinghouse J34s rated at 3,000 lb s.t. The type saw widespread use in the Korean War and was developed with a stretched fuselage to allow more internal fuel to be carried, culminating in the F2H-4. It was also produced in night-fighter and photo-reconnaissance versions. The next version produced by McDonnell was the single-seat, swept-wing F3H Demon which was initially powered by the troublesome Westinghouse J40 of 7,200 lb s.t., and later, in the F3H-2 version, by the Allison J71 rated at 14,250 lb s.t. with reheat. The F3H-2 Demon was used as a carrier-based all-weather fighter and remained in service until August 1964.

With experience gained from producing the Banshee and Demon, and with war still raging in Korea, McDonnell began to look to the next generation of naval fighter and in 1953 took a proposal to the Bureau of Aeronautics at the US Navy. Known at first as the F3H-G, McDonnell’s design philosophy embraced a multi-role capability for the new aircraft which manifested itself in a series of seven different nose sections which could be interchanged to suit each individual role. These included interceptor, attack, photographic reconnaissance and electronic countermeasure (ECM) roles. From the outset it was established that the new aircraft would have to be powered by two engines, but at this early stage in its evolution it was still very much a single-seat design. Weight was likely to be significantly greater than the previous generation of naval fighters, the initial estimate of 45,000 lb being approximately 50 per cent greater than the all-up weight of the F3H.

The proposal from McDonnell was formulated at a time of considerable change in military aviation. Technological advances in aircraft structures and improved engine performance held the prospect of dramatic improvements in performance capability. At the same time the doctrine of air combat was coming in for close scrutiny following the war in Korea. Conflicts between USAF F-86 Sabres and MiG-15s flown by Communist forces during this particular conflict appeared to show that the day of the gun was over and that the air-to-air missile (AAM) would be the weapon of the future. This led to an instruction being passed to McDonnell from the Bureau of Aeronautics to delete the four 20 mm Colt cannon installation that had originally been proposed and replace it with four Sparrow AAMs as the aircraft’s sole offensive capability in the interceptor role. Several other Services around the world came to the same unfortunate conclusion. However, American experience during the Vietnam War demonstrated that aerial dogfights were not a thing of the past, and that the gun was still a useful weapon to have on board.

With the trend towards much larger aircraft carriers, as typified by the 76,000 ton Forrestal-class carriers that were under construction as the Korean War was coming to a close, McDonnell were able to take advantage of the improved facilities, particularly in relation to deck length, to create an aircraft that was larger, heavier and much more powerful than anything that had gone before. The fact that an aircraft of much greater performance and capability was needed was confirmed by Intelligence reports coming out of the Soviet Union that suggested the aviation industry there was making rapid strides in fighter design. The Mach 1.5 capable MiG-19 had been flown in prototype form in April 1952, with production orders being placed two years later, and this aircraft was rapidly followed by early versions of the ubiquitous MiG-21, which was to be produced in greater numbers than any other jet fighter. It was now abundantly clear that Soviet fighter designers were more than capable of developing state-of-the-art aircraft, a realisation which came as something of a shock to the Western democracies which had tended to downplay the ability of the Eastern Bloc to produce advanced aircraft. With this spur, McDonnell set about formulating what would become the most important warplane in the West.

The first wooden mock-up produced in early 1954 showed a distinct resemblance to the F3H Demon in overall configuration, with a low mounted swept-wing mated to a fuselage incorporating side-mounted engine intakes. The only major variation was the adoption of a twin-engined layout, the exhaust being located under the rear fuselage. At this stage the aircraft had a conventional tailplane and the wing exhibited only slight dihedral, although this was soon to be changed to one with marked anhedral to avoid disturbance from the wing at high angles of attack and to ease problems with pitch-up which was afflicting many other swept wing aircraft of the period. The engine initially chosen for the F3H-G was the Wright J65 turbojet (licence built Sapphire) which was rated at 8,000 lb s.t., but this was quickly replaced by the new General Electric J79-GE-2 which was expected to produce around 15,000 lb s.t. with reheat.

Between the first and second mock up stages the decision was made to delete the gun armament in favour of air-to-air missiles and McDonnell’s proposal to supply interchangeable nose sections to cater for the aircraft’s differing roles came under close scrutiny. Eventually it was decided to do away with this facility and make the new machine a two-seater for all the missions it was to undertake. At the same time the attack role was removed from the requirement and this mission was later carried out by the North American A-5 Vigilante. As befitting its multi-role capability, eleven external store positions were incorporated, comprising five under each wing with one under the fuselage centreline.

At a fairly late stage in the design evolution of the F4H the outer wings were given 12 degrees of dihedral to improve lateral stability, and at the same time the chord was increased on the outer section so that a ‘dogtooth’ occurred at the point of wing crank which had the effect of creating a marked vortex. This was an attempt to reduce the spanwise flow of air to delay tip stalling, a major factor in pitch-up. The decision to use the J79 engine meant that considerable re-profiling of the intakes was needed to cater for the increased mass flow of the new engine. The necessity to deliver the correct amount of air for any flight condition over a wide speed range resulted in a highly complex duct design in order to produce the appropriate shock wave so that air entering the engines was always travelling at subsonic speeds, even when the aircraft was flying at speeds approaching Mach 2.0.

A wide track undercarriage was provided to endow good deck landing characteristics, the gear itself being able to cope with a rate of descent of 22 ft/sec. The control surfaces comprised ailerons mounted on the inner portions of each wing which operated together with a spoiler on the opposite wing to provide lateral control. Movement in pitch was by the ‘slab’ tailplane and a normal rudder was fitted to provide directional control. With landing speeds tending to increase with every advance in overall performance, it was especially important to explore ways of slowing the approach speed of the new breed of naval fighters. This was achieved in the F4H by utilising high pressure air from the aircraft’s engines to blow over the leading and trailing edge flaps to re-energise the boundary layer to prevent a breakdown of airflow at high angles of attack.

The change from single to two-seat configuration had resulted in a revision of the amount of internal fuel to be carried and the capacity was eventually settled at 1,665 Imp gallons in six fuselage-mounted tanks. In addition a 500 Imp gallon overload tank could be carried on the fuselage centreline together with two tanks under the wings, each of 308 Imp gallons. A retractable flight refuelling probe was also located on the right-hand side of the cockpit. The prototype F4H-1 (BuAer No. 142259) was flown for the first time on 27 May 1958 by McDonnell Chief Test Pilot Robert C. Little from Lambert Field, St Louis. Little took the F4H-1 to a speed of Mach 1.68 on only its third flight and testing continued thereafter at Edwards Air Force Base, California.

The original 24 in scanner of the Westinghouse AN/APQ-72 radar was replaced by one of 32 in diameter to provide increased range performance, an enlarged and lowered nose being required to accommodate the new dish. At the same time the nose profile was further changed by the addition of a secondary radome for the AAA-4 infra-red seeker. The opportunity was also taken to raise the rear cockpit and modify the canopy to create more space and improve the Radar Intercept Officer’s lookout. Further modifications had to be made to the air intakes with the introduction of J79-GE-8 engines of increased performance, each offering 17,000 lb s.t. with reheat. To avoid confusion, all previous aircraft powered by J79-GE-2 engines were henceforth referred to as the F4H-1F, with subsequent machines fitted with the -8 engine being known as the F4H-1. Because it was showing every sign of being an extraordinary creation, McDonnell decided to make the F4H the centrepiece for its twentieth anniversary celebrations which were to take place in July 1959. In a special ceremony at St Louis the F4H was officially named Phantom II, the same name as that used for the company’s very first jet fighter.

Manufacturer’s and US Navy trials continued to proceed satisfactorily and culminated in the Board of Inspection and Survey (BIS) trials which were commenced at the experimental establishment at Patuxent River in July 1960. During the next five months the Phantom surpassed all expectations and exceeded all its operational requirements by a large margin. Such was the level of confidence that was beginning to build around the aircraft that McDonnell proposed to use the Phantom for an all-out attack on a whole series of World Records. Eventually, the Phantom became the holder of the records for absolute speed at low and high levels, in addition to those for altitude and sustained altitude. Project Sageburner resulted in a speed of 902.769 mph (Mach 1.25) being set at low level over the White Sands Missile Range in New Mexico on 28 August 1961, with Project Skyburner raising the high-level speed record by no less than 43 per cent to 1,606.51 mph (Mach 2.59) later the same year. The altitude record (Project Top Flight) had already been successfully claimed on 6 December 1959, with a figure of 98,557 ft being achieved following an energy climb.

The aircraft used for Top Flight was the second prototype BuAer No. 142260 flown by Commander Laurence E. Flint Jr, USN. In preparation for the record attempt as much equipment as possible was removed, including the radar. Fuel flow and maximum engine rpm were also increased, together with modifications to the nozzles to increase power in reheat. The flight was carried out from Edwards Air Force Base and involved a climb to 50,000 ft followed by acceleration to Mach 2.38 before the Phantom was put into a near vertical climb. The ascent followed a ballistic trajectory whereby Flint was weightless as the nose of the aircraft was gradually lowered so as to obtain maximum performance. The engines flamed out in the rarefied air and the pilot maintained forward stick, topping out just below the magic figure of 100,000 ft. The initial part of the descent required fine handling as speed had fallen well below the normal stalling speed, but with a return to denser air the engines could be relit and Flint landed back at Edwards after a flight lasting 40 minutes (this record only stood for eight days before a new record was set by an F-104C Starfighter flown by Captain J. B. Jordan on 14 September 1959 with an altitude of 103,389 ft). Other records were set by the Phantom including that for sustained altitude with 66,443 ft being recorded on 5 December 1961. A number of time-to-height records were also claimed.

The Phantom entered service with the US Navy on 29 December 1960 when F4H-1 148256 was taken on charge by VF-101 at Miramar in California. The first operational deployment occurred in August 1962 when VF-74 flew from the USS Forrestal which was sailing in the Mediterranean. The US Marine Corps began to take delivery of the F4H-1 Phantom in June 1962 although this designation was soon changed to F-4B under a revised classification introduced in September 1962. Around this time the Phantom was also taken on by the USAF which was in need of an aircraft to fill the gap between the ‘Century-series’ of fighters developed in the 1950s and the swing-wing TFX project (F-111) which was still some way from entering service. The F-4C for the USAF featured J79-GE-15 engines which were equipped with cartridge start as opposed to the externally assisted air start of Navy Phantoms. The flight refuelling probe was deleted in favour of a standard orifice to accept the Air Force’s ‘flying boom’ system as used by KC-135 tankers, and the wheels and tyres were enlarged to keep temperatures within limits during operations from tarmac runways. In Air Force service the back-seater was known as a Weapon System Operator (WSO) and the radar used was the AN/APQ-100. The first F-4C for the USAF made its maiden flight on 27 May 1963 and the type became operational with the 12th Tactical Fighter Wing at McDill Air Force Base (AFB).

The Phantom was soon attracting attention from abroad, with the Fleet Air Arm at the head of the queue. Throughout the early 1960s Hawker Siddeley had been developing the vertical take-off P.1154 as a supersonic fighter for both the RAF and the Royal Navy, but as time passed it became clear that the conflicting requirements of the two services were causing irreparable damage to the whole programme. The RAF was looking to the aircraft to provide single-seat ground attack, whereas the FAA wanted a two-seat, high-level interceptor. The crunch came towards the end of 1963 when the decision was taken to continue with the development of the P.1154 in a form which favoured the RAF version. This effectively killed the Naval variant which, paradoxically, played into the hands of the Admiralty because they had wanted the Phantom all along (with one of its two customers gone, however, the P.1154 was severely weakened and the project was cancelled completely by the Labour Government that came to power in October 1964).

McDonnell had been actively courting the Fleet Air Arm for some time and had already looked into ways of making the Phantom compatible with British aircraft carriers. The Royal Navy had always questioned the suitability of the Bristol Siddeley BS.100 engine intended for the P.1154 and the Admiralty preferred the Rolls-Royce Spey that was already powering the Buccaneer low-level strike aircraft. By the time that the official announcement was made on 27 February 1964 that the Naval version of the P.1154 was dead and that the service would be receiving an Anglicised Phantom instead, feasibility studies were already well in hand.

The British Phantom was based on the F-4J which had been flown for the first time on 4 June 1965. The J79-GE-10 engines as fitted to the ‘J’ were replaced by the Spey turbofan which offered around 20,000 lb s.t. with reheat. Although significantly more powerful, the Spey had a larger diameter than the J79 which meant that the centre section of the aircraft had to be redesigned to accommodate it. The air intakes also had to be enlarged by 20 per cent to cope with the Spey’s increased mass flow. The net result was that the top speed performance was actually reduced by a considerable margin: the British Phantom only managing Mach 1.9, whereas the F-4J was limited to Mach 2.1. On the plus side take-off performance showed an improvement and fuel consumption was better. However, the decision to use the Spey was one that particularly appealed to the politicians because it also safeguarded jobs, although, it cost the taxpayer millions of pounds over and above the ‘off the shelf price; all for an aircraft that was actually less capable.

Designated F-4K, the Phantom for the Royal Navy also differed from its American counterpart in having an extendable nosewheel-leg to raise the angle of attack (AOA) in order to allow safe operation from Britain’s smaller aircraft carriers. As the hangar lifts were also smaller, the nose radome had to be hinged so that it could swing through 180 degrees. The radar chosen was the pulse Doppler Westinghouse AN/AWG-10 licence built by Ferranti as the AN/AWG-11. Other features included larger flaps, drooping ailerons and slotted stabilators with slightly reduced anhedral. The first YF-4K (XT595) was flown at St Louis on 27 June 1966 and the type entered service with 700P Squadron at Yeovilton as the Phantom FG.1 on 30 April 1968.

In the meantime the RAF had also become a customer for the Phantom following the ultimate demise of the P.1154. The initial contract was placed in June 1965 and the aircraft was given the designation F-4M with the first aircraft (XT852) being taken on its maiden flight on 17 February 1967. The F-4M was similar to the Navy’s F-4K except that many of the modifications to allow carrier operation were deleted. The F-4M thus featured a normal nosewheel leg and non-hinged radome, together with standard stabilators. Although it retained an arrester hook, the F-4M was not capable of carrier operation and was fitted with the Spey 202 engine which had a slightly slower reheat light-up than the F-4K’s Spey 203. Unlike the F-4K, the RAF Phantom was capable of carrying the SUU-23 gun pod on the centreline attachment point. The first Phantom FGR.2 (XT891) entered service with the RAF on 23 August 1968 when it was delivered to 228 OCU at Coningsby and No. 6 Squadron became the first operational unit to convert in May 1969. Following the decision not to refit HMS Eagle for Phantom operations, twenty FG. 1s originally intended for the FAA were transferred to the RAF, and were taken on by No. 43 Squadron which was re-formed at Leuchars on 1 September 1969.

CHAPTER TWO

Deck-Landing Trials

While the Phantom FG.1 was undergoing intensive flying trials in the UK, several deck-landing trials were conducted in the USA between 12 July and 1 August 1968. The trials were carried out by the Naval Air Test Centre, Patuxent River, using the USS Coral Sea which was sailing off San Francisco. The main trials aircraft was XT597, the first production machine, was configured to the latest production standard (i.e. Blue Plus standard engines with the latest throttle gearing) and featuring switching from twelfth to seventh stage compressor bleed as the throttles were advanced to full Military Power for increased thrust. It was also fitted with the automatic aileron droop retraction system (AADRS) that used a microswitch on the main undercarriage to initiate retraction of aileron droop as soon as the aircraft touched down; the aim being to assist in lifting the nosewheel quickly following a bolter. The third production Phantom FG.1 (XT859), was also used during the trial. It was also fitted with Blue Plus standard engines (but without the latest throttle gearing) and bleed switching, but, it did not have AADRS. Neither aircraft was fitted with an Automatic Power Control System (APCS) or any audio indication of Angle-of-Attack.

The main objectives of the trial were to demonstrate the catapult launch and to determine a suitable pilot technique and the minimum launch speed; the Specification figure for the latter being 129 kts True Air Speed (TAS) in full reheat at 44,600 lb and International Standard atmosphere (ISA) +25°C. Height loss during launch was not to exceed 6 feet. Approaches were to be carried out to demonstrate that the aircraft could be controlled on the glide slope and to assess any handling problems during overshoots and inadvertent bolters. The Boundary Layer Control (BLC) air offtake system was also to be evaluated. This system could be preset by the pilot to enable one, both or neither engines to switch to seventh stage bleed. The effectiveness of AADRS was to be assessed and it was also hoped to discover any deck compatibility problems that might exist. At this early stage no attempt was made to carry out any single engined approaches or night landings.

During the trials a total of twenty-two catapult launches were made, initially at the Specification weight of 44,600 lb using maximum reheat. The technique used at first was to hold full-back-stick (approximately –20 degrees tailplane angle) during the catapult stroke and then to ease the stick forward after launch to achieve 15-17 degrees nose-up attitude on the cockpit display. This method was adequate at the higher launch speeds (140 kts TAS) but at speeds close to the minimum this technique was soon discovered to be lacking. On the sixth launch at 122 kts TAS, full forward stick applied ¾ second after launch did not stop the aircraft over-rotating to 27 units AOA and experiencing a slight wing drop. Further launches were then made to investigate ...

Table of contents

• Title Page
• Copyright Page
• Table of Contents
• Acknowledgements
• Introduction
• CHAPTER ONE - Design and Development
• CHAPTER TWO - Deck-Landing Trials
• CHAPTER THREE - F-4K Intensive Flying Trials
• CHAPTER FOUR - Spey Development and Early Service Problems
• CHAPTER FIVE - First Impressions
• CHAPTER SIX - The Phantom At Sea — An Artificer’s View
• CHAPTER SEVEN - Phantom Tactics — Penetration
• CHAPTER EIGHT - Phantom Tactics — Air Defence
• CHAPTER NINE - F-4J Handling Characteristics
• CHAPTER TEN - Accidents and Incidents
• CHAPTER ELEVEN - Crew Debrief — 1
• CHAPTER TWELVE - Crew Debrief — 2
• CHAPTER THIRTEEN - Phantom Test Pilot
• CHAPTER FOURTEEN - Phantom Flight
• Glossary
• APPENDIX ONE - Phantom FGR.2 Performance and Speed Limitations
• APPENDIX TWO - Phantom FGR.2 Selected Emergency Procedures
• Index