McDonnell Douglas YF-4J Phantom II
Though the F-4B Phantom II had satisfied the US Navy’s requirement for a fleet defense interceptor aircraft, the Navy realized that, like the USAF, it needed a more multirole aircraft; this was especially true of the Marine Corps, which were engaged in close air support efforts over South Vietnam. The F-4B could carry bombs, but not the more specialized precision weapons then entering service, and its accuracy was not as good as it could be. Other operational problems had cropped up with the F-4B, so the Navy ordered McDonnell Douglas to work on an upgrade, which would become the F-4J.
Externally, the F-4J could be recognized by three features: the lack of an undernose infrared sensor, larger main landing gear tires, and longer afterburner “cans.” The infrared sensor had been removed from the F-4B because it was no longer needed, and the extra room could be used for the F-4J’s more advanced radar, the APG-59. The uprated engines allowed the F-4J to carry more weaponry, which in turn meant a higher operational weight, which in turn meant that the aircraft would have a higher sink rate when coming aboard a carrier. Since this would also mean that the aircraft would be hitting the deck even harder, larger mainwheels were needed to absorb the shock. Finally, the larger wheels required a redesign of the wheelwells, but this was simplified by McDonnell Douglas adopting the wings of the USAF F-4C for the F-4J.
Unlike the USAF’s F-4D, which was a F-4C reworked for better ground attack capability, the F-4J also had significant upgrades to its air-to-air capability. The APG-59 radar, which was better at picking out targets in a look-down, shoot-down situation, was slaved to an AWG-10 fire control system. The J would also have better Sidewinder capability—it could carry both infrared and radar-guided models of the AIM-9—and improved electronic warfare equipment.
The first F-4J flew in June 1965 and entered the fleet in October 1966. This allowed the F-4J to see some service during Operation Rolling Thunder, which proved its worth as a fighter and fighter-bomber. The new radar was especially valuable in finding the smaller MiG-17s and MiG-21s of the North Vietnamese, which had become adept at using the mountainous terrain of their nation for concealment. Though the USMC would use the F-4J mainly in the close air support role, with the Navy it was most often used as a fighter, and it excelled in this role.
Most F-4Js were in turn upgraded to F-4S variants, allowing them to serve until the late 1980s, having been first replaced by the F-14 Tomcat in fleet defense roles and then the F/A-18 Hornet in all others. The last Navy F-4 left active service in 1987, after which most were converted to QF-4 drones and expended. The F-4J was exported to only one customer, the British Royal Air Force, which bought 15 refurbished F-4Js to replace Phantom FGR.2s sent to defend the Falkland Islands after the Falklands War of 1982. These F-4J(UK)s served until 1990, and were upgraded with British electronics; they were the last F-4Js to see service. Today, of 522 F-4Js produced, about 12 survive, all in museums; only three are unmodified F-4Js.
Bureau Number 151497 was originally built as a F-4B in 1964, but was immediately held at the McDonnell Douglas plant as one of three F-4Bs to be converted to YF-4J standard. It would remain at St. Louis until 1970, when it was transferred to the Naval Air Test Facility (NATF) at NAS Lakehurst, New Jersey. It served as a test aircraft there and was retired in 1975, having never served with a Navy line unit. It was donated to the Pima Air and Space Museum in 1982.
151497 is the only YF-4J prototype left in existence. It did not share the colorful schemes of Navy aircraft at the time: it is finished in standard Navy/Marine Vietnam-era light gray over white, with the only nod to its assignment being the NATF patch on the tail. It is in superb condition.
McDonnell Douglas YF-4J Phantom II
Though the F-4B Phantom II had satisfied the US Navy’s requirement for a fleet defense interceptor aircraft, the Navy realized that, like the USAF, it needed a more multirole aircraft; this was especially true of the Marine Corps, which were engaged in close air support efforts over South Vietnam. The F-4B could carry bombs, but not the more specialized precision weapons then entering service, and its accuracy was not as good as it could be. Other operational problems had cropped up with the F-4B, so the Navy ordered McDonnell Douglas to work on an upgrade, which would become the F-4J.
Externally, the F-4J could be recognized by three features: the lack of an undernose infrared sensor, larger main landing gear tires, and longer afterburner “cans.” The infrared sensor had been removed from the F-4B because it was no longer needed, and the extra room could be used for the F-4J’s more advanced radar, the APG-59. The uprated engines allowed the F-4J to carry more weaponry, which in turn meant a higher operational weight, which in turn meant that the aircraft would have a higher sink rate when coming aboard a carrier. Since this would also mean that the aircraft would be hitting the deck even harder, larger mainwheels were needed to absorb the shock. Finally, the larger wheels required a redesign of the wheelwells, but this was simplified by McDonnell Douglas adopting the wings of the USAF F-4C for the F-4J.
Unlike the USAF’s F-4D, which was a F-4C reworked for better ground attack capability, the F-4J also had significant upgrades to its air-to-air capability. The APG-59 radar, which was better at picking out targets in a look-down, shoot-down situation, was slaved to an AWG-10 fire control system. The J would also have better Sidewinder capability—it could carry both infrared and radar-guided models of the AIM-9—and improved electronic warfare equipment.
The first F-4J flew in June 1965 and entered the fleet in October 1966. This allowed the F-4J to see some service during Operation Rolling Thunder, which proved its worth as a fighter and fighter-bomber. The new radar was especially valuable in finding the smaller MiG-17s and MiG-21s of the North Vietnamese, which had become adept at using the mountainous terrain of their nation for concealment. Though the USMC would use the F-4J mainly in the close air support role, with the Navy it was most often used as a fighter, and it excelled in this role.
Most F-4Js were in turn upgraded to F-4S variants, allowing them to serve until the late 1980s, having been first replaced by the F-14 Tomcat in fleet defense roles and then the F/A-18 Hornet in all others. The last Navy F-4 left active service in 1987, after which most were converted to QF-4 drones and expended. The F-4J was exported to only one customer, the British Royal Air Force, which bought 15 refurbished F-4Js to replace Phantom FGR.2s sent to defend the Falkland Islands after the Falklands War of 1982. These F-4J(UK)s served until 1990, and were upgraded with British electronics; they were the last F-4Js to see service. Today, of 522 F-4Js produced, about 12 survive, all in museums; only three are unmodified F-4Js.
Bureau Number 151497 was originally built as a F-4B in 1964, but was immediately held at the McDonnell Douglas plant as one of three F-4Bs to be converted to YF-4J standard. It would remain at St. Louis until 1970, when it was transferred to the Naval Air Test Facility (NATF) at NAS Lakehurst, New Jersey. It served as a test aircraft there and was retired in 1975, having never served with a Navy line unit. It was donated to the Pima Air and Space Museum in 1982.
151497 is the only YF-4J prototype left in existence. It did not share the colorful schemes of Navy aircraft at the time: it is finished in standard Navy/Marine Vietnam-era light gray over white, with the only nod to its assignment being the NATF patch on the tail. It is in superb condition.