Celebrating

The first instalment of “Celebrat-ing 50 Years of Phantoms” in Smoke Trails 17/1 covered the

initial development and flight-testing of the McDonnell F4H-1 Phantom II. Cov-erage continued with the F-4A, F-4B, RF-4B for the USN and USMC, and on to the initial USAF production model,

the F-4C. In this second instalment, the major models RF-4C, F-4D, F-4E, RF-4E, F-4F, F-4G, F-4J, F-4K/M, F-4N and F-4S are examined. As in ST 17/1, the development and variants for each are briefly covered in text and illus-trated in color. It should be noted that a comprehensive review of such a huge topic, in truly deserved depth, would take numerous volumes and hundreds of pages. So, sit back in your favorite chair and enjoy this condensed review during the Phantom’s Golden Anniver-sary.

RF-4C

Production of the RF-4C, based on the F-4C model, commenced in FY63.The RFs were equipped with similar weapons systems and smaller ground mapping radar. Various intelligence-gathering systems were used over the years, including cameras and radar, some of which were very unconven-tional. A total of 503 RF-4Cs was built over nine years, adopting improve-ments on later production models. In addition, some USAF examples were equipped for the delivery of “special” weapons and subsequent upgrades enabled the reconnaissance systems to remain capable through the 1990 Gulf War. Subsequently, a limited air-to-air missile was added to some aircraft before their retirement. The RF-4C was also exported to Israel (two aircraft on loan), South Korea and Spain. The RF-4C Phantom is currently scheduled for use by the USAF in its drone program. As of this writing, the QRF-4C is now being flight tested for that purpose.

F-4D

The F-4D supplemented the F-4C with the USAF. The F-4D systems

Celebrating 50 Years of Phantoms

Part 2 of Patrick Martin’s overview of 50 Years of world wide Phantom service.Celebrating

50 Years of PHANTOMs50 Years of PHANTOMs

Painted in a crisp and clean Hill Grey II camouflage, RF-4C 69-0358 of the 67th TRW taxies at Bergstrom AFB, in August 1988. The aircraft was withdrawn from use and stored at AMARC on October 24, 1989.(AirDOC Collection)

Phantom RF-4C 65-0854 of the 106th TRS/117th TRW, Alabama ANG, seen during deployment to Ramstein AB, Germany, in March 1976. The aircraft has standard SEA-camouflage and the ANG bi-centennial insig-nia on the nose. (AirDOC Collection)

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Celebrating 50 Years of Phantoms

The Golden AnniversaryThe Golden Anniversary

Celebrating 50 Years of Phantoms

SMOKE TRAILS Vol. 17/No. 2 �

Taken at Spangdahlem AB, Germany, home of the 52nd TFW, F-4D 66-7735 is taxiing by typical NATO shelters. The aircraft, painted in European One camouflage, formed part of the 128th TFS/116th TFW of the Georgia ANG based at Dobbins AFB. The unit retired its last F-4D on June 29, 1986. (AirDOC Collection)

With tail hook extended, RF-4C 68-0551 of the 17th TRW is seen on final approach to Kadena AB, Japan, in April 1987. The aircraft is adorned with RAM 1986 markings. (Grove via AirDOC Collection)

Prior to receiving the A-10 Thun-derbolt II, 81st TFW operated the F-4D. Phantom 66-7692 is seen taxiing at RAF Woodbridge during the mid-1970s.(AirDOC Collection)

Celebrating 50 Years of Phantoms

The Golden AnniversaryThe Golden Anniversary

Since moving to Suffolk in the summer of 1966, I had visited RAF Wattisham many times - ini-

tially English Electric Lightnings were stationed there, followed by the mighty McDonnell F-4 Phantom. During the early 1990s, two famous squadrons were in residence, being 56 ‘Phoenix’ and 74 ‘Tiger’ Squadrons; these cele-brated fighter units had achieved much success during the Second World War, and their lineage had been maintained subsequently. 74 Squadron’s emblem was a Tiger’s head, and as such was at the forefront of the formation of the ‘Tiger Association’. This organisation was formed in 1961 when 74 Squad-ron, together with the American 79th Tactical Fighter Squadron flying the North American F-100 Super Sabre at RAF Woodbridge, met with the French Dassault Mystere IVAs of EC12 from Cambrai-Epinoy air base to exchange tactics. The week-long flying meet, staged at Woodbridge, was judged such a success that it has become an annual event, and expanded through-out NATO.

With these credentials, 74 Squad-ron had justifiably become my favourite unit in Royal Air Force service, and Wattisham one of my most beloved stations. Therefore it is not difficult to appreciate my joy when journalist and events organiser Peter March tele-phoned to ask if I would like a Phan-tom flight. My immediate comment was “Now that is a silly question, do I want

Phantom FGR.2 XT905/P of 74 “Tiger” Squad-ron seen above the North Sea in November 1991. The aircraft is loaded with two Skyflash practice missiles in the front Sparrow-bays. (Bob Archer)

Bob Archer remembers a trip of a lifetime. SOUND BARRIERThrough The

The Golden Anniversary SMOKE TRAILS Vol. 17/No. 222 The Golden Anniversary

Phantom FGR.2 XT895/Q climbing into the clouded and dull sky over RAF Wattisham with fully set and blazing “reheat”. Note the humid air forming visible vortices on the wing tips.(Bob Archer)

RAF PHANTOMs – Through The Sound Barrier

SOUND BARRIERThrough The

a Phantom flight?” He qualified this by saying that RAF Strike Command had cleared a Phantom orientation flight, and he was offering it to me to prepare an article for the Royal Air Force Year-book. He understood my liking for 74 Squadron, and as the sortie was with that unit, he immediately thought of me. He passed to me details of the spon-sor, and I made contact. The squad-ron suggested early November would be convenient, and maybe it would be sensible to spend one day reviewing safety procedures and being fitted with the flight suit, in preparation for the sor-tie the following day. Wednesday 7 November 1991 was a dull, mild day, but I didn’t care as I was off to Wattisham to have fun with Phantoms and Phantom people. I bade farewell to my wife and set off for the base. At the main gate I was met by my host, and after the usual social pleasantries, taken to the 74 Squadron complex. The entire Hardened Aircraft Shelter (HAS) complex and adminis-trative buildings were located within a circular area surrounded by a security fence – there was a single road into the area, which had a guard post at the entrance, although this was usually only manned during times of crisis and exercises. There was also a taxiway leading in and out for the aircraft to negotiate their way to either end of the runway. I was ushered into the squad-ron operations area to meet Wing Com-

mander Cliff Spink (who later rose to the lofty ranks as an Air Marshal in the Royal Air Force) – many other officers and other ranks were encountered dur-ing a very busy day that began with the endless rounds of coffee in the aircrew ‘lounge’. The first call was to the cloth-ing store to be kitted out – I was issued with a pair of white ‘long johns’, a green flying suit coverall, and a pair of fairly new size-nine boots. A brand new pair of cream gloves was unwrapped from their protective polythene bag, which later became mine (the gloves not the bag)! Next came the G-suit, consisting of a trouser-like garment resembling a pair of chaps worn by cowboys – this had a zipper on the inside of both legs, and was designed to fit snugly over the flying suit. The outfit was completed by a waistcoat like upper body G-suit. Finally came the fitting of the helmet, known universally as the ‘bone dome’. To ensure it fitted with the minimum of sideways movement, a pair of lan-

yards was tightened with the aid of a small screwdriver. The process was now complete, and my entire flying kit was stacked neatly on the counter of the clothing store. The next visit was to the base Medical Officer, who asked lots of perti-nent questions, and carried some tests to ensure I was fit to fly. He also offered some practical advice concerning air sickness – a condition I had endured with various degrees of success and failure on all previous fast jet sorties. The safely briefing on egress in the event of an emergency was presented in video format, although one of my hosts was available to explain certain important points. The pre-flight process was completed, and I was taken to the main apron to familiarise myself with a Phantom rear cockpit, and to photo-graph some of the aircraft parked after maintenance. The final duty of the day was to attend a briefing on the sortie, and to talk with the pilots so I would understand what was required of me during the flight, and also to make sure the photo opportunity would be benefi-cial. With excitement tinged slightly with a little nervousness, I returned home, and slept fitfully. I awoke early, and had an unhealthy breakfast, as the station MO had advised I should eat something, as it would be better in the event of my being airsick. I showed my pass at the main gate and drove around to 74 Squadron. Coffee flowed, and it was soon time to don the slight-

Phantom FGR.2 XT905/P is seen taxiing at RAF Wattisham in April 1991. Most of the unit’s FGR.2 sported a black tail with the unit crest and tiger stripes on the fin.(AirDOC Collection)

In Spring 1992, Phantom FGR.2 XV469/N paid a visit to RAF Gütersloh. The aircraft is loaded with an AIM-9 practice missile and travel pod. (AirDOC Collection)

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RAF PHANTOMs – Through The Sound Barrier