McDonnell Douglas F-4S 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.
The Navy considered a slatted wing, which the USAF was considering for the F-4E at the time, but instead went for a less drag-inducing slotted stabiliator, which gave much of the same performance characteristics of a slatted wing (though it is worth noting that in the subsequent F-4S, the slatted wing was adopted). Despite being heavier, other minor improvements to the design actually reduced the F-4J’s landing speed over the F-4B’s by ten mph.
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. F-4Js would not entirely replace the F-4B during the Vietnam War, but would soon after it ended. 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 157267 is one of the most famous F-4s in American aviation history, and one of the few double MiG-killing aircraft left. It was delivered to the US Navy in 1971, assigned to VF-96 ("Fighting Falcons") aboard USS Constellation (CVA-64). It was assigned to Lieutenant Randy Cunningham and Lieutenant (jg) William Driscoll--fated to become the only US Navy aces of the Vietnam War.
On 19 January 1972, Cunningham and Driscoll were flying 157267, covering a strike into North Vietnam. Evading SAM fire, they found themselves behind the strike force--and behind two VPAF MiG-21MFs that were stalking the strike. Cunningham fired a Sidewinder and the MiGs split up; using his Top Gun training, he rolled the F-4 to keep from getting caught between the MiGs, only for one MiG to abandon his wingman. The latter was soon shot down with a second AIM-9. The two returned to the Constellation as the first Navy aviators to score an aerial victory in two years.
A few months later, on 8 May 1972, Cunningham and Driscoll were once more flying their 157267, covering another strike. They were ambushed by MiG-17s; Cunningham was able to pull one MiG off his wingman, only to find that two more were behind him. He speedily dispatched the first MiG-17 with a Sidewinder, then threw the F-4 into such a tight turn that it overstressed the airframe, breaking the flaps and ripping off inspection panels. It got him and Driscoll away from the MiGs, and they once more returned to the Constellation--but despite the damage and despite it not being designed for it, Cunningham blew up a truck with a Sidewinder for no other reason than amusement.
After they landed on the carrier, 157267 was found to be so damaged by the desperate maneuver that it would not fly again for the rest of the cruise. As a result, Cunningham and Driscoll would be flying 155800, the F-4J assigned to VF-96's commanding officer. They would score three more kills in this aircraft to make ace, but were shot down by a SAM on the way back to the carrier. Luckily, both men survived.
As for 157267, it was repaired and would fly with VF-114 ("Aardvarks") aboard the USS Kitty Hawk (CV-63) and with VF-21 ("Freelancers") aboard USS Coral Sea (CV-43) between 1973 and 1984; it was upgraded to a F-4S in 1977. 157267 would finish its career with the Marines, flying with VMFA-122 at MCAS Beaufort, South Carolina. It was retired in 1990 and donated to the San Diego Air and Space Museum, where it was restored back to the colors it wore over Vietnam, and the correct weapons load (four AIM-9 Sidewinders, four AIM-7 Sparrows).
This was one of the highlights for my June 2023 trip, seeing an actual "ace" aircraft. 157267 could use a dusting, but as operational F-4s weren't exactly clean, this is realistic...
McDonnell Douglas F-4S 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.
The Navy considered a slatted wing, which the USAF was considering for the F-4E at the time, but instead went for a less drag-inducing slotted stabiliator, which gave much of the same performance characteristics of a slatted wing (though it is worth noting that in the subsequent F-4S, the slatted wing was adopted). Despite being heavier, other minor improvements to the design actually reduced the F-4J’s landing speed over the F-4B’s by ten mph.
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. F-4Js would not entirely replace the F-4B during the Vietnam War, but would soon after it ended. 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 157267 is one of the most famous F-4s in American aviation history, and one of the few double MiG-killing aircraft left. It was delivered to the US Navy in 1971, assigned to VF-96 ("Fighting Falcons") aboard USS Constellation (CVA-64). It was assigned to Lieutenant Randy Cunningham and Lieutenant (jg) William Driscoll--fated to become the only US Navy aces of the Vietnam War.
On 19 January 1972, Cunningham and Driscoll were flying 157267, covering a strike into North Vietnam. Evading SAM fire, they found themselves behind the strike force--and behind two VPAF MiG-21MFs that were stalking the strike. Cunningham fired a Sidewinder and the MiGs split up; using his Top Gun training, he rolled the F-4 to keep from getting caught between the MiGs, only for one MiG to abandon his wingman. The latter was soon shot down with a second AIM-9. The two returned to the Constellation as the first Navy aviators to score an aerial victory in two years.
A few months later, on 8 May 1972, Cunningham and Driscoll were once more flying their 157267, covering another strike. They were ambushed by MiG-17s; Cunningham was able to pull one MiG off his wingman, only to find that two more were behind him. He speedily dispatched the first MiG-17 with a Sidewinder, then threw the F-4 into such a tight turn that it overstressed the airframe, breaking the flaps and ripping off inspection panels. It got him and Driscoll away from the MiGs, and they once more returned to the Constellation--but despite the damage and despite it not being designed for it, Cunningham blew up a truck with a Sidewinder for no other reason than amusement.
After they landed on the carrier, 157267 was found to be so damaged by the desperate maneuver that it would not fly again for the rest of the cruise. As a result, Cunningham and Driscoll would be flying 155800, the F-4J assigned to VF-96's commanding officer. They would score three more kills in this aircraft to make ace, but were shot down by a SAM on the way back to the carrier. Luckily, both men survived.
As for 157267, it was repaired and would fly with VF-114 ("Aardvarks") aboard the USS Kitty Hawk (CV-63) and with VF-21 ("Freelancers") aboard USS Coral Sea (CV-43) between 1973 and 1984; it was upgraded to a F-4S in 1977. 157267 would finish its career with the Marines, flying with VMFA-122 at MCAS Beaufort, South Carolina. It was retired in 1990 and donated to the San Diego Air and Space Museum, where it was restored back to the colors it wore over Vietnam, and the correct weapons load (four AIM-9 Sidewinders, four AIM-7 Sparrows).
This was one of the highlights for my June 2023 trip, seeing an actual "ace" aircraft. 157267 could use a dusting, but as operational F-4s weren't exactly clean, this is realistic...