McDonnell Douglas F-4E Phantom II
In what was possibly the most short-sighted decision ever made by both the US Navy and the US Air Force, both services decided in the late 1950s that the era of the dogfight was over and that internal guns were no longer necessary on modern fighters: missiles would decide air combat, which was likely to be limited to interceptors versus bombers in any case. The F-4 Phantom II, entering service first with the Navy and then the USAF, had no internal cannon.
Vietnam was to change that opinion in a hurry. F-4s found themselves in dogfights with smaller, more agile, and cannon-equipped MiG-17s—and were losing. The much-touted AIM-7 Sparrow was generally a failure and the AIM-9 Sidewinder was only somewhat better. At close-range, the F-4Bs and F-4Cs of the Navy and USAF respectively were helpless against the MiG-17; although the North Vietnamese MiG-21s also lacked an internal gun, they were far more maneuverable. Something had to be done, and quickly. Gunpods were fitted to both services’ F-4s, but were inaccurate. While the Navy relied on its gun-armed F-8 Crusaders against the MiG-17 and worked on improving its missiles, the USAF commissioned McDonnell Douglas to find a way to fit the F-4 with an internal cannon.
This was easier said than done: the F-4, despite its size, had nowhere to mount the M61 Vulcan 20mm gatling cannon required. The nose was really the only place, and McDonnell Douglas was able to avoid a major redesign of the aircraft by using the RF-4C reconnaissance aircraft airframe, which had a long nose: the cameras would be replaced by a fairing containing the cannon. Technology improvements allowed the new version to be fitted with the smaller APQ-120 radar, which was nearly as good as the radar in the F-4C/D versions, though the nose had to be reinforced so that firing the cannon did not jar loose the radar. The first YF-4E flew in August 1965. Problems with gun gases being sucked into the intakes led to a minor redesign of the fairing, and the second and third YF-4Es were retrofitted with the new fairing, along with improved afterburners. The wing-folding mechanism of the naval F-4B, which had been retained in the F-4C/D, was eliminated to save weight. The first production F-4Es began to reach USAF units in 1967, and Vietnam by 1968—just too late to see action in Operation Rolling Thunder. As a result, most F-4Es were used as close air support at first.
The first engagements between MiG-21s and F-4Es occurred in 1970, and bore out the wisdom of having a gun-equipped Phantom. The F-4 was still at a disadvantage in a turning fight, and so leading-edge slats were added. While the F-4 would never be a particularly nimble aircraft, the slats gave it a much better chance in maneuvering dogfights. Some F-4Es were also fitted with TISEO long-range television cameras in the left wing, which allowed the crew to spot targets at beyond normal visual range.
Slatted F-4Es would see extensive action during Operation Linebacker in 1972, and the F-4E would end the Vietnam War with 21 confirmed kills—ironically, only four kills were made wholly with the 20mm cannon, but having the cannon as backup to the missiles meant that USAF Phantoms no longer had to disengage when out of missiles, nor overly fear a close-range dogfight. USAF F-4Es would remain in service throughout the 1980s, and were not withdrawn until the early 1990s; a few F-4Es, equipped with Pave Tack laser-designation pods, saw service in the First Gulf War of 1991. Most were converted to QF-4E target drones and expended, but a few still remain.
The F-4E would go on to become the most popular and extensively built Phantom variant, with 1387 built; the last F-4s ever produced would be F-4EJs for Japan. F-4Es were exported worldwide, and formed the basis for the similar F-4F for Germany and the F-4G Wild Weasel suppression of enemy air defense (SEAD) variants. F-4Es would see more combat as well with Iran and Israel. Iranian F-4Es were very successful against Iraqi MiG-21s in the Iran-Iraq War of 1980-1988, despite the lack of spare parts due to the American embargo after the 1979 revolution. Israeli F-4Es proved their worth during the Yom Kippur War of 1973: despite horrendous losses to advanced SA-6 surface-to-air missiles, the F-4E proved superior to even Soviet-flown MiG-21s. While Israel retired its upgraded Kurnass (Sledgehammer) F-4Es in 2004, other nations still flying their venerable Phantoms include Egypt, Greece, Iran, Japan, South Korea, and Turkey; Greek, Japanese, and Turkish F-4Es have been extensively upgraded and can fire the AIM-120 AMRAAM along with more advanced short-ranged missiles.
As part of Capt. Ron Dallenger's Korat collection, Dad built him a F-4E of the 388th Tactical Fighter Wing, based at Korat during the length of the Vietnam War.
The real 67-0462 was a RF-4C, but 68-0462, a F-4E, did see Vietnam service with the 4th TFW at Ubon, transferred from Seymour-Johnson AFB, North Carolina during the 1972 North Vietnamese offensive. It later served with the 57th Fighter Weapons Wing at Nellis AFB, Nevada and the 347th TFW at Moody AFB, Georgia before finishing its career with the 131st TFW (Missouri ANG) at St. Louis in 1991; it was subsequently retired and scrapped.
Whether or not the real 68-0462 ever served with the 388th TFW might be conjecture, but this model carries the "JV" tailcode of the 469th TFS. The 469th was well-known for its sharkmouths (the eye of which can be seen from this angle), but were ordered to paint them out shortly after the squadron got their F-4Es--it was considered "too warlike" for the image the USAF was trying to project in Southeast Asia--during a war! The squadron generally ignored the ruling. As usual, it carries standard USAF Southeast Asia camouflage.
0462 is "groomed for MiGs," heading for North Vietnam loaded for the antiair mission: four AIM-9B Sidewinders and four AIM-7F Sparrows, plus two underwing drop tanks. The small patch next to the tailcode is a Tactical Air Command patch.
McDonnell Douglas F-4E Phantom II
In what was possibly the most short-sighted decision ever made by both the US Navy and the US Air Force, both services decided in the late 1950s that the era of the dogfight was over and that internal guns were no longer necessary on modern fighters: missiles would decide air combat, which was likely to be limited to interceptors versus bombers in any case. The F-4 Phantom II, entering service first with the Navy and then the USAF, had no internal cannon.
Vietnam was to change that opinion in a hurry. F-4s found themselves in dogfights with smaller, more agile, and cannon-equipped MiG-17s—and were losing. The much-touted AIM-7 Sparrow was generally a failure and the AIM-9 Sidewinder was only somewhat better. At close-range, the F-4Bs and F-4Cs of the Navy and USAF respectively were helpless against the MiG-17; although the North Vietnamese MiG-21s also lacked an internal gun, they were far more maneuverable. Something had to be done, and quickly. Gunpods were fitted to both services’ F-4s, but were inaccurate. While the Navy relied on its gun-armed F-8 Crusaders against the MiG-17 and worked on improving its missiles, the USAF commissioned McDonnell Douglas to find a way to fit the F-4 with an internal cannon.
This was easier said than done: the F-4, despite its size, had nowhere to mount the M61 Vulcan 20mm gatling cannon required. The nose was really the only place, and McDonnell Douglas was able to avoid a major redesign of the aircraft by using the RF-4C reconnaissance aircraft airframe, which had a long nose: the cameras would be replaced by a fairing containing the cannon. Technology improvements allowed the new version to be fitted with the smaller APQ-120 radar, which was nearly as good as the radar in the F-4C/D versions, though the nose had to be reinforced so that firing the cannon did not jar loose the radar. The first YF-4E flew in August 1965. Problems with gun gases being sucked into the intakes led to a minor redesign of the fairing, and the second and third YF-4Es were retrofitted with the new fairing, along with improved afterburners. The wing-folding mechanism of the naval F-4B, which had been retained in the F-4C/D, was eliminated to save weight. The first production F-4Es began to reach USAF units in 1967, and Vietnam by 1968—just too late to see action in Operation Rolling Thunder. As a result, most F-4Es were used as close air support at first.
The first engagements between MiG-21s and F-4Es occurred in 1970, and bore out the wisdom of having a gun-equipped Phantom. The F-4 was still at a disadvantage in a turning fight, and so leading-edge slats were added. While the F-4 would never be a particularly nimble aircraft, the slats gave it a much better chance in maneuvering dogfights. Some F-4Es were also fitted with TISEO long-range television cameras in the left wing, which allowed the crew to spot targets at beyond normal visual range.
Slatted F-4Es would see extensive action during Operation Linebacker in 1972, and the F-4E would end the Vietnam War with 21 confirmed kills—ironically, only four kills were made wholly with the 20mm cannon, but having the cannon as backup to the missiles meant that USAF Phantoms no longer had to disengage when out of missiles, nor overly fear a close-range dogfight. USAF F-4Es would remain in service throughout the 1980s, and were not withdrawn until the early 1990s; a few F-4Es, equipped with Pave Tack laser-designation pods, saw service in the First Gulf War of 1991. Most were converted to QF-4E target drones and expended, but a few still remain.
The F-4E would go on to become the most popular and extensively built Phantom variant, with 1387 built; the last F-4s ever produced would be F-4EJs for Japan. F-4Es were exported worldwide, and formed the basis for the similar F-4F for Germany and the F-4G Wild Weasel suppression of enemy air defense (SEAD) variants. F-4Es would see more combat as well with Iran and Israel. Iranian F-4Es were very successful against Iraqi MiG-21s in the Iran-Iraq War of 1980-1988, despite the lack of spare parts due to the American embargo after the 1979 revolution. Israeli F-4Es proved their worth during the Yom Kippur War of 1973: despite horrendous losses to advanced SA-6 surface-to-air missiles, the F-4E proved superior to even Soviet-flown MiG-21s. While Israel retired its upgraded Kurnass (Sledgehammer) F-4Es in 2004, other nations still flying their venerable Phantoms include Egypt, Greece, Iran, Japan, South Korea, and Turkey; Greek, Japanese, and Turkish F-4Es have been extensively upgraded and can fire the AIM-120 AMRAAM along with more advanced short-ranged missiles.
As part of Capt. Ron Dallenger's Korat collection, Dad built him a F-4E of the 388th Tactical Fighter Wing, based at Korat during the length of the Vietnam War.
The real 67-0462 was a RF-4C, but 68-0462, a F-4E, did see Vietnam service with the 4th TFW at Ubon, transferred from Seymour-Johnson AFB, North Carolina during the 1972 North Vietnamese offensive. It later served with the 57th Fighter Weapons Wing at Nellis AFB, Nevada and the 347th TFW at Moody AFB, Georgia before finishing its career with the 131st TFW (Missouri ANG) at St. Louis in 1991; it was subsequently retired and scrapped.
Whether or not the real 68-0462 ever served with the 388th TFW might be conjecture, but this model carries the "JV" tailcode of the 469th TFS. The 469th was well-known for its sharkmouths (the eye of which can be seen from this angle), but were ordered to paint them out shortly after the squadron got their F-4Es--it was considered "too warlike" for the image the USAF was trying to project in Southeast Asia--during a war! The squadron generally ignored the ruling. As usual, it carries standard USAF Southeast Asia camouflage.
0462 is "groomed for MiGs," heading for North Vietnam loaded for the antiair mission: four AIM-9B Sidewinders and four AIM-7F Sparrows, plus two underwing drop tanks. The small patch next to the tailcode is a Tactical Air Command patch.