What? A Phantom for the US Army?

HISTORICAL BACKGROUND

Ever since the Key West Agreement of 1948 (pet name for the policy paper titled “Function of the Armed Forces and the Joint Chiefs of Staff”), which limited Army aviation activities to reconnaissance and medical evacuation purposes and put severe weight restrictions on any aircraft. The Army maintained that the Air Force was too strategic (ie nuclear) minded and not giving enough attention to the tactical and logistical needs of the Army.  As a result the Army often pushed the envelope of the agreement limits, citing the need for better transport and close air support assets.

To try and smooth the troubled waters, in 1952 a memorandum of understanding was reached between USAF Secretary Thomas Finletter and US Army Secretary Frank Pace that removed all weight restrictions on helicopters operated by the Army.  It did, however; place an arbitrary 5,000-pound weight restriction on any fixed-wing aircraft.

During the late 1950s, the Army Aviation Test Board and the Aviation Combat Developments Agency (ACDA) began to jointly explore the feasibility of using Army-operated fixed-wing jet aircraft in artillery adjustment, tactical reconnaissance, and ground attack roles.  In early 1958 three Cessna T-37As were borrowed from the Air Force for a one-year evaluation program dubbed Project LONG ARM.  The Army’s evaluation found the T-37 to be ideal for their needs, and the Aviation Board and the ACDA recommended quantity procurement of the type.  But the Air Force, citing the Key West Agreement, put pressure on the Army, and eventually the program was dropped. 

But the Army wasn’t done, the battle may have been won by the Air Force, but the war had just begun.  In 1961 the Army Aviation Test Board and the ACDA once again stirred the pot by trying not one, not two, but three jet aircraft types in a competitive “fly-off”.  The aircraft chosen were the Northrop N-156 lightweight fighter prototype, The Douglas A-4 Skyhawk, and the Fiat G.91.  Ostensibly these aircraft were to be used as tactical reconnaissance and target spotting, and artillery adjustment roles, but it was hard not to notice that each of these aircraft had offensive weapons capability, which was clearly contrary to the Key West Agreement.  Again the Army’s tests were in vain because Air Force pressure again forced the Army to scuttle its plans for jet fixed-wing aircraft.

Meanwhile, the Army had acquired a fleet of fixed-wing aircraft ranging from the Piper L-4 (730 pounds empty) to the DeHavilland-Canada U-1 Otter ( 4,431 pounds empty).  All of these aircraft easily fit under the limitations of the Pace-Finletter MOU of 1952.  Air Force apprehension rose when the Army in 1962 awarded a contract to DeHavilland- Canada for the CV-2 Caribou (later the C-7).  This aircraft was exactly what the Army wanted, a rugged and reliable aircraft that could haul nearly 4 tons of cargo or 40 passengers into and out of the roughest forward airfields.  The Army quickly made it the poster child of Army Aviation.  Oh, did I forget to mention that it weighed 16,920 pounds empty?  Even though it was a tactical cargo aircraft, which was supposedly taboo, the Army justified it by a new concept the Army was incorporating called “Air Mobility”.

By now you are wondering “What has all this got to do with the Phantom II?”  Be patient, I’m almost there.

Naturally, the Air Force was a bit peeved.  The Army had not only purchased a tactical cargo aircraft, it had armed helicopters (which the Army was not supposed to do), and to add salt to the wound, the US Army talked the US Marine Corps into sponsoring a battlefield observation aircraft from Grumman, both sides knowing full well that the Navy would never buy it for the Marines.  But as a result, the Army “found” this nice “little” Marine aircraft that nobody wanted and decided to be nice and order a bunch.  Enter the Grumman OV-1 Mohawk.  It was a bit heavy at around 11,500 pounds empty, but it was the perfect battlefield observation aircraft and was really needed in a hot spot that was heating up called Vietnam.  It even had pylons that could carry fuel tanks (not to mention the odd gun pod or missile launcher). The Air Force was not amused.

Finally, we get the Johnson-McConnell Agreement of 1966, where the Army agreed to turn over its fleet of Caribous and the newer Buffalo and pursue their development of VTOL aircraft on a joint basis with the Air Force.  The Air Force agreed to let the Army continue to develop and operate rotary wing aircraft, without weight restrictions, and would not interfere with their tactical helicopter operations (even armed helicopters) in support of the Army’s mission.  The one aircraft that was an exception was the Mohawk which the Army was permitted to continue to use (It really was a great battlefield observation aircraft with its side-looking radar and other sensors).

Sorry for the history lesson, but it is necessary to understand the climate into which the McDonnell proposed Phantom II ground support aircraft for the Army was introduced.

THE PROPOSED MCDONNELL PHANTOM II GROUND SUPPORT AIRCRAFT FOR THE ARMY

In 1961 McDonnell drew up specifications for two attack aircraft based on the F-4H airframe.  I don’t know if they ever were presented to the Army, but I assume they were because they are on the books as Models 98DA and 98DB with the US Army as the proposed customer.  This would have been about the time of the evaluation fly-off of the N-156, A-4, and the G.91, so I imagine that McDonnell didn't want to get left out if the Army was going for jet aircraft.

MODEL 98DA

The Model 98DA was a model F4H-1 modified for the Army ground support mission. It was offered in two versions - G-1 and alternate G-1 with changes as follows:

1. Two-place aircraft.
2. Remove all electronic equipment items and replace them with close support equipment to provide visual delivery of ground support weapons and visual lay-down capabilities.
3. Replace the single main landing gear tire with dual 30 x 7.7 tires.
4. Deactivate the wing fold and remove the catapult and arresting gear.
5. Remove Sparrow III missiles and supporting equipment and electronics.
6. Remove equipment refrigeration package for equipment cooling, utilizing cabin refrigeration unit to also cool equipment.
7. Add cartridge starters and battery.
8. Replace the present arresting gear with a lightweight hook.
9. Add IFR boom receptacle.
10. Powered by two General Electric J79-GE-8 turbojet or Allison AR-168-18 (Allison built Rolls Royce Spey RB-168) turbofan engines.
11. (Alternate G-1 only) Add one M-61 Vulcan aircraft cannon with 930 rounds of 20mm ammunition.

MODEL 98DB

The Model 98DB was the same as Model 98DA but further modified for the Army ground support mission with changes as follows:

1. Single-seat Aircraft
2. Remove the rear seat and all associated controls, instruments, and equipment. (Space available for equipment growth and/or reconnaissance capability)
3. Remove the rear canopy glass and replace it with sheet metal.
4. Remove the rear canopy electrical and jettison equipment and modify manual controls to open and close the hatch.
5. Eliminate Central Air Data Computer (CADC) and flight control group equipment.
6. Remove IFR Probe and all associated equipment.
7. Remove variable bellmouth from engine duct, and keep bellmouth controller to control variable inlet ramps.
8. Powered by two General Electric J79-GE-8 turbojet engines.

THOUGHTS

It is evident that these proposed aircraft were clearly a much stripped-down attack version of the Phantom II.  Almost all of the air-to-air capability has been stripped away.  Some of the proposed changes indicate that this wasn’t intended to be a high-speed aircraft.  The dual main gear, obviously intended to help the aircraft operate out of rough, forward area airstrips, would have hung out into the airstream, and even if fairings would have been utilized to blend it into the wing, they would have had a performance hit.  Eliminating the CADC and bellmouth would also have curtailed any high-speed / altitude flight.  This aircraft was intended to be a mud-fighter – a low-altitude, subsonic aircraft that could manually deliver an impressive load of munitions on a given target.

I am sure that the Army didn't show a lot of interest because, even in the stripped-down state presented by these proposals, the F-4 was just too much of an aircraft both weight-wise and complexity to operate out of primitive forward area airstrips.  Maintenance would have been a headache, and even with the dual main wheels, I am sure it would sink into any soft soil it would come in contact with.  The T-37, which was the early favorite, would have probably served the Army well in its intended role.  But in the end the Army didn't pursue any jet aircraft, and the Air Force won the war in the end.

---

REFERENCES:

1. US Army Aircraft Since 1947, by Stephen Harding
2. Note by the Secretaries to the Joint Chiefs of Staf- Functions of the Armed Forces and the Joint Chiefs of Staff – Reference J.C.S 1478 Series, dated 21 April 1948
3. A History of Army Aviation: From Its Beginnings to the War on Terror, by James Williams
4. Tactical Airlift. United States Air Force in Southeast Asia, by Ray Bowers
5. McDonnell List of Proposed Models, dated 1 July 1974

REVISIONS:

28 November 2013 – Initial Post

Phantoms that never were built… RF-4M

In 1957 the British Secretary of State for Defense, Duncan Sands, presented a white paper which called for the elimination of manned aircraft in favor of missile systems.  To compound matters, the Royal Navy was chosen as the best means to deliver these missiles which would be submarine-based ICBMs and tactical weapons delivered from their aircraft carriers.  This left the British Aircraft Industry and the Royal Air Force (RAF) with just one aircraft project on the books, a replacement for the venerable Canberra.  This resulted in the TSR2 project which, after spending 200 million pounds in development, was canceled and the prototypes relegated to museums and the scrap yard.

The RAF needed a multi-purpose fighter, one which could perform the duties of the aging Hunter, Canberra, and Lightning aircraft currently in service.  The Royal Navy had already given up waiting for the V/STOL P.1154 which would not be available for 6 years (eventually itself canceled), and had decided to move ahead with an Anglicized Phantom II to be known as the F-4K (or Phantom FG Mk.1).  The RAF needed an aircraft which would handle Interdiction, Ground Attack, and Reconnaissance roles.  Since the Royal Navy had already chosen the Phantom, the RAF realized (and so did the bean counters in the government) that they could get this very capable aircraft and spread the cost of Anglicizing the aircraft over a larger number of airframes.  Thus the idea for the F-4M (or Phantom FGR Mk.2) was born.

McDonnell had approached the RAF before with Phantom proposals to meet their needs.  In 1960 they had proposed model 98CJ (proposed as F-4H) which was essentially an F-4B with some modifications for the RAF.  It was to be powered by Rolls Royce RB-168 engines with cartridge starters, dual controls for transitional training, the shipboard catapult, wing fold, and arresting gear was to be removed and replaced by a lighter, non-retracting tail hook for emergency use, and increased internal fuel provisions.  Then in 1964, McDonnell proposed model 98EO (proposed as F-4E) which was essentially the F-4D with Rolls Royce RB168-25R engines.

So when the RAF showed interest, McDonnell was quick to give them a proposal.  On 21 January 1965 the specifications for the model 98GN (proposed as the F-4M) was finalized and given to the RAF, which was essentially the same as the F-4K that the Royal Navy had ordered, with the removal of some Navy specific equipment like the extending nose gear strut.  This resulted in an order for 150 aircraft.

One very interesting proposal came out of the RAF’s requirement for the ability to use the phantom to replace the Hunter and Canberra in the reconnaissance role.  Britain could not afford (or chose not to purchase) a dedicated reconnaissance version like the RF-4B or -4C.  But in McDonnell Report No. B617, dated 1 August 1966 and titled The Royal Air Force Phantom II, McDonnell showed two options to fill this role.

The first option was a centerline pod which was about the size of the 600gal centerline fuel tank.  It was proposed that all the F-4Ms be built with the capability to use this pod.  The advantages of this system were that all the equipment could be moved from one aircraft to another as needed, repairs to the equipment could be performed without taking the aircraft out of service, and the aircraft would keep its full air-to-air capability.  The disadvantages were that the range would be reduced since there would be no centerline fuel tank, aircraft performance would be somewhat affected (although not much more than the centerline tank), and the aircraft, which already had very little room for added equipment, would have to have accommodated long cable harnesses to connect the pod to the newly added equipment for the cockpit and systems.

The second option McDonnell proposed was for a modification of the F-4M airframe to house the reconnaissance equipment internally.  This was model 98HT (proposed as RF-4M) and would add 2.65 feet just aft of the radome to house the cameras.  While this option would have increased range because it would be lighter than the F-4M with the recce pod, and it was able to carry a centerline fuel tank, this option was less desirable to the RAF because only the aircraft that were modified could fulfill the reconnaissance role; the modification would be more costly than the first option and thus fewer aircraft would be purchased with this option. Ultimately the modified aircraft would be less versatile since the FCS (fire control system) and AIM-7 Sparrow capability would be removed to make room for the reconnaissance equipment.  I assume that the RF-4M would retain its IR AAM capability.

Ultimately, due to the higher cost of the Anglicized version of the Phantom and pressing budgetary concerns, the RAF order was ultimately reduced to 116 aircraft and they chose to go with the EMI/McDonnell reconnaissance pod so that all the aircraft would be able to perform any task including reconnaissance.

---

Sources:

1. McDonnell Report B617, dated 1 August 1966
2. McDonnell List of Proposed Models, dated 1 July 1974
3. Aeroguide 13 - McDonnell Phantom FG Mk.1 & FGR Mk.2, by Roger Chesneau

Revisions:

20 November 2013 - Original Post

This and that (nothing specific ...but more questions!)

In reading the book "Engineering the F-4 Phantom II - Parts into Systems" by Glenn E Bugos, I have run into some very interesting information.

1. The first item that raised questions in my mind was the designation F-4P.  I had never heard that variant before from any source and so it sent up red flags, and I need verification from at least one or two more sources before I believe it. To quote exactly what Mr. Bugos said:

"From their experience against SAMs and various NATO weapons in the hands of its Arab enemies, the Israelis devised a mysterious electronic warfare version, dubbed the F-4P.  Since some Israeli enemies were U.S. customers, Israel did not share every modification with the American military."

While I am sure there were quite a few modifications that Israel made to their aircraft that weren't shared with the U.S. military, I question the F-4P designation.  Israel didn't seem to put much stock into numeric designations, but rather used names to identify differing models.  In the case of the F-4 Phantom variants Israel used  Kurnass (F-4E), Tsalam Shabul (F-4E(S)), Kurnass Tsilum (RF-4E), and then Kurnass 2000, etc.

According to John Lake and David Donald in the fine work "McDonnell F-4 Phantom - Spirit in the Skies," the F-4P designation was at one time earmarked for the HIAC/PCC mockup that was later to become the never built F-4X program. (We know now that this ended up in the scaled back project that became the F-4E(S) Tsalam Shabul for Israel under Project Peace Jack).

Meanwhile, the whole idea that there still is an undocumented version of the Kurnass used for electronic warfare has peaked my interest.

2.   In his book Mr. Bugos also talks about the Navy's decision to delete the cannon armament and go with a completely missile armament on the F4H.  Here are what he gives as the reasons for that decision:

1. Missiles and their associated equipment were much lighter than the cannons and associated equipment that they replaced.
2. They were much cheaper than an aircraft. (you may be thinking at this point...duh, really?  But the reasoning here is that with cannon armament the aircraft has to get dangerously close to the target, which increases the possibility that the aircraft itself may be lost in a dogfight.)
3. Self-guided missiles reduced the workload of the aviators (Navy pilots), who only had to mash a button in response to symbols on a radar screen, rather than engaging in a dogfight (see rationale in #2 above),
4. The use of guided missiles allowed a more flexible reconstruction of the F4Hs interception system.

3. Another tidbit of information I found fascinating was the problems that early testing of the J79 engine in the F4H turned up.  It seems that on static (teathered) engine runs at high throttle settings the titanium and steel shingle panels, just aft of the engines, quickly fell apart and departed the aircraft due to cracks and fatigue from the sonic roar-induced vibrations of the engine.  That required a thickening of the panels and larger fasteners and washers to hold them in place.

4.  A Phantom by any other name.  It seems that just before the YF4H-1 roll-out, there was a vote taken of McDonnell and Navy personnel to choose the name for the new aircraft.  The choices offered were Sprite, Ghost, Goblin, Satan, and Phantom II.  (I guess Mr. McDonnell had a special interest in the spirit world to such a extent that the War Department, in June 1946, had reserved for Mr. McDonnell the names of inhabitants of the spirit world.)  Well the vote came in and the top two vote getters were Satan and Ghost. So how did it become Phantom II?  Well, the only vote that really counted was Mr. McDonnell's, so at the last moment he decided to call it Phantom II in honor of the jet fighter that had moved his company from making parts for other aircraft manufacturers to designing and manufacturing their own aircraft. (F-4 Sprite?????  I think not!)

---

References:

1. Engineering the F-4 Phantom II - Parts into Systems, by Glenn E Bugos
2. McDonnell F-4 Phantom - Spirit in the Skies, edited by John Lake and David Donald

Revisions:

11/01/2013 - Original Post
11/04/2013 - Added information from McDonnell F-4 Phantom Spirit in the Skies, to the F-4P designation.

USAF F-4 Wild Weasel Aircraft before the F-4G

As the air war in Vietnam heated up, and the Soviet Union started supplying the North Vietnamese armed forces with better air defenses, the US Air Force realized the need for what became known as Wild Weasel aircraft to help suppress the SAMs.  Their first attempt was the F-100F Wild Weasel I aircraft.  While the F-100F was successful in suppressing SAM activity, it had one glaring weakness - speed.  The F-105s that were carrying out the bombing campaign found themselves flying very slow so they didn't out-distance the F-100s that were providing them protection.

A newer airframe was needed, one that could keep pace with the fighter-bomber formations without affecting their performance.  The two airframes that were available at the time were the F-105 Thunderchief and the F-4 Phantom II.  So the US Air Force initiated parallel programs fitting the Wild Weasel electronic suites into both aircraft.  This decision was based on the fact that there were a finite number of F-105s available as production had been closed on that aircraft, but the F-4 was still in production and could make up for combat loses with new aircraft.  This decision was to prove to be a very wise one.

(E)F-4C Wild Weasel IV

The first flight of a Weasel EF-105F took place on 15 January 1966, with the first flight of a Weasel F-4C expected to take place six months later in July of the same year.  But the F-4C conversion was very protracted and was beset by one problem after another.  The first problem was simply one of space.  While the F-105 and F-4 were roughly the same size, the F-105 was a single-engine aircraft where the F-4 with its two engines needed more real estate for fuel lines, control lines, and electronics just to operate. In short, the Phantom was a jam-packed aircraft and simply could not handle the added electronics and wiring required to properly install Wild Weasel equipment without some major revisions.

The (E)F-4C Wild Weasel went through several versions during development.  The first - Wild Weasel IV-A was a pod mounted system in the starboard rear missile well.  All of the Sparrow launch equipment and wiring were removed and replaced with the necessary electronics and wiring for the Wild Weasel mission.  Itek/ATI APR-25 and -26 RHAW  equipment was installed and a IR-133 Panoramic Receiver was put in the pod.  Sounds nice, but it didn't work, there was high interference coming from someplace and it gave either erratic displays or no display at all.  For a year the engineers beat their collective head against the wall, trying to understanding how the same system that worked well in the F-100F and EF-105F resulted in nothing but problems on the F-4.  Finally, Mr. C.K. Bullock the brain-child of the Wild Weasel I system installed in the F-100F was brought in as a consultant and he spotted the problem right away. The F-100 and F-105 both used a low-capacitance coaxial cable to carry the video information to the RHAW scopes to match the low-capacitance wiring of the of the aircraft. The F-4, on the other hand, used high-capacitance wiring on its systems so they had used high-capacitance wiring to incorporate the Wild Weasel installation.  The equipment wasn't designed for that.

With this problem solved, McDonnell began flight tests of the Wild Weasel 4, but further problems with vibration in the pod caused erratic displays, again delaying the program. Meanwhile, EF-105F Weasels were already in combat and were achieving a lot of success. It became obvious to McDonnell Engineers that somehow the system would have to be mounted internally.

McDonnell engineers began working feverishly on Project Wild Weasel IV-C, the reengineering effort to make room in the F-4C for the Wild Weasel components. Finally, in June of 1968, almost two years after the scheduled deployment of at least four (E)F-4C Weasels, the installation of the electronics in their new internal spaces was begun!  The new installation worked as advertised and the first operational (E)F-4C Wild Weasel was delivered to the 67th TFS based at Kadena AB, ROK on October of 1969. 

By this time is seemed that the Vietnam War was winding down and the EF-105Fs seemed to have things well in hand, so the (E)F-4Cs were not needed. But, the 67th TFS (E)F-4Cs would get a crack at combat. Because of the North Vietnamese Easter Offensive in 1972, President Nixon ordered a full resumption of bombing military targets in North Vietnam. Many more aircraft were committed to LINEBACKER operations than before and the sole Wild Weasel EF-105F unit in SEA could not handle the increased mission load. In October of 1972, the 67th TFS was alerted for combat duty and was sent TDY to Korat, Thailand, just in time for the LINEBACKER II maximum effort in December. The (E)F-4Cs performed admirably while flying over 460 missions

(E)F-4C Wild Weasel IV-C of the 67th TFS

The Wild Weasel (E)F-4C could be distinguished from a standard fighter only by the additional antennas on the aircraft. Around the nose at forty-live degree positions, were the four diamond-shaped homing antennas for the ER-142. Under the nose is a short blade antenna for the APR-26, and the two small stub Omni antennas directly in front of the nose gear wheel well are for the ER-142. Above the wing/fuselage juncture the raised square patch with a six-inch black circle is the ER-142 direction finding antenna. The antennas for the APR-25are found inside the chin fairing under the radome, and in a fairing on the trailing edge of the vertical fin. The rear cockpit was extensively modified with the upper right corner of the rear instrument panel being taken up with RHAW scopes and Threat Display Panels.

Thirty-six (E)F-4Cs were eventually modified to Wild Weasel IV-C specifications, twelve were assigned to the 67th TFS, Kadena AB, Okinawa, Japan; twelve to the 81st TFS, Spangdalem, West Germany; with the final twelve were assigned to the 35th TFW at George AFB, California - the new home of the Wild Weasels.

The (E)F-4C Wild Weasel was a very successful conversion once all the bugs were ironed out.  But not every weapon system is flawless.  The one glaring weakness with the (E)F-4C was the lack of the ability to use the AGM-78 Standard ARM missile.

(E)F-4C Wild Weasel IV-C of the 81st TFS

 

(E)F-4D Wild Weasel IV-B

There were two F-4Ds modified for the Wild Weasel mission under Project Wild Weasel IV-B. Both aircraft (65-657 and 65-660), were used to test the Bendix APS-107 Radar Homing and Warning (RHAW) system with an ER-142 panoramic receiver. Although the APS-107 gear was more sophisticated and accurate than the APR-25/-26 units and finally gave the (E)F-4 the ability to use the AGM-78 Standard ARM, it proved unreliable and erratic under combat conditions - at least for the Wild Weasel mission.

Several standard F-4Ds were used to test other programs relative to the Wild Weasel mission. One aircraft (65-0644) was used to test the AGM-78 Standard ARM missile, and several F-4Ds were used to perfect the AGM-65 Maverick missile.

(E)F-4D Wild Weasel V Test Platform

 At least two F-4Ds (66-7635 and 66-7647) were modified and equipped with the new McDonnell-Douglas designed APR-38 Warning and Attack System, the basis of the entire F-4G program. 

Originally, the F-4G program had originally been slated for installation in ninety F-4Ds, but the Air Force opted for the more modem F-4E.  This decision was made because the F-4E had much more internal volume available (especially once the gun was removed) and it was considered the cheaper option because the F-4E aircraft were much more up to date than the F-4Ds which would have to be brought up to the current state of the art. This was apparent in testing the (E)F-4D test aircraft which had to carry much of the electronics in a special canoe fairing which took the place of the port/forward missile launcher because of the lack of space.

The (E)F-4D Wild Weasel aircraft never progressed farther than a test platform for the Wild Weasel V electronics, so none entered active service in any USAF squadrons. 

(E)F-4D Wild Weasel Testbed

---

References:

1. Drawings (c) by Kim Simmelink
2. Wild Weasel - The SAM Suppression Story, by Larry Davis

Revisions:

10/27/2013 - Original Post

Israeli Modification to F-4 Inboard Pylon

I came across a very interesting piece of information recently, and it took me quite a while to track it down and verify it.  But finally, I purchased Double Ugly's fantastic books Israeli Phantoms vol 1 & 2 and found pictures and information to verify what I had heard.

It seems that the IAF had problems carrying the Popeye missile or the Rafael Tadmit when the AN/ALE-40 Chaff and Flare dispensers were mounted on the pylon sides.  The fins interfered with the AN/ALE-40 operation.  So they made a new pylon that would move the MAU-12 ejector rack forward so the fins would clear the AN/ALE-40.
Sounds simple enough, but they couldn't leave the MAU-12 in the forward position when carrying conventional munitions because it moved the center of gravity too far forward.

So this was their solution:

A pylon that was longer and mounted the MAU-12 farther forward for the missiles, but that also had the ability to move the MAU-12 back to the original (normal) position for other weapon loads.  So here are what the pylons would look like with the MAU-12 in either position.


Here is the MAU-12 in the forward position for carrying the Popeye or Tadmit weapons.



Here is the MAU-12 in the aft (or normal) position for all other weapons.

---

References:

1. Drawings (c) by Kim Simmelink
2. Israeli Phantoms - The 'Kurnass' in IDF/AF Service - 1969-1988, by Andreas Klein & Shlomo Aloni
3. Israeli Phantoms - The 'Kurnass' in IDF/AF Service - 1989 until Today, by Andreas Klein & Shlomo Aloni

Revisions:

10/26/2013 - Original Post

Where did all the F4H Prototypes Go?

There were many F4H prototypes, well pre-production aircraft probably would be a better term, and they were in great demand.  These aircraft were closely guarded by BuAer who determined who would get them and for how long.  This was necessary to ensure that the testing and systems development went smoothly and quickly.  Here is a list of aircraft and who they were bailed to (or lent to).

SERIAL#	BUILD#	BLOCK#	BAILED TO
142259	1	McDonnell YF4H-1	Proof of concept Prototype
142260	2	McDonnell YF4H-1	Proof of concept Prototype. Used by McDonnell for inlet development work.
143388	3	McDonnell F4H-1F (F-4A-1-MC)	To McDonnell for equipment checks and then to General Electric (along with build# 13) for testing and development of the J79-GE-8 engine.
143389	4	McDonnell F4H-1F (F-4A-1-MC)	To NAMTC (Naval Air Missile Test Center) at Point Mugu NAS for tests of the Sparrow missile system.
143390	5	McDonnell F4H-1F (F-4A-1-MC)	To Raytheon for development of the Sparrow missile system.
143391	6	McDonnell F4H-1F (F-4A-1-MC)	US Navy - for carrier suitability trials.
143392	7	McDonnell F4H-1F (F-4A-1-MC)	US Navy - equipped to the initial production standard with the 32-inch radome, the AAA-4 IRST, and a special spin chute in the tail. Sent to Edwards AFB for spin trials.
145307	8	McDonnell F4H-1F (F-4A-2-MC)	US Navy - used for structural & load testing.
145308	9	McDonnell F4H-1F (F-4A-2-MC)	To McDonnell - stayed in St. Louis for developing equipment.
145309	10	McDonnell F4H-1F (F-4A-2-MC)	To Raytheon for studies of the APQ-72
145310	11	McDonnell F4H-1F (F-4A-2-MC)	To Edwards AFB for nuclear weapons delivery
145311	12	McDonnell F4H-1F (F-4A-2-MC)	Devoted to the world speed record program.
145312	13	McDonnell F4H-1F (F-4A-2-MC)	To General Electric for testing and development of the J79-GE-8 engine.

---

References:

1. Engineering the F-4 Phantom II - Parts Into Systems, by Glenn E. Bugos

Revisions:

10/26/2013 - Original Post

F4H Phantom II Ejection Seat History

One question that I have often seen asked on forums is:

"What ejection seat did the early F4Hs use?"

It seems that various authors have given credit either to Stanley Aviation Company or McDonnell for making the original seat.  Well, actually both parties are right - somewhat.  Here is what I have been able to come up with from my reading and researching.

In 1955 McDonnell did give Stanley Aviation Company a contract for an F4H ejection seat.  But, according to what I have been able to find, this was not for a complete, turnkey ejection seat.  The Naval Air Material Center was to provide the explosive seat catapult and McDonnell was providing the seat pan that held the survival equipment and all the connections for the pilot's pressure suit.  These connections were vitally important upon ejection because the pilot would depend on the pressure suit immediately after an ejection at high altitude and there needed to be a good separation on ejection from the air-conditioning system.  So there were some issues to be ironed out as the engineers at McDonnell tried to make the pan and all required connections fit the seat made by Stanley.  But in 1956 the F4H mockup board approved the cockpit with the Stanley / McDonnell seat.  And this was the seat that was used in the prototype and many of the pre-production aircraft.

So just how did the production aircraft end up with Martin-Baker seats?

In August 1957 the Chief of Naval Operations (CNO) directed BuAer to use only "zero-zero" ejection seats in all future (and existing) aircraft projects.  This was because of the 265 Naval pilots that died in 1957, 172 died following aircraft problems at low altitude / low airspeed.  BuAer cobbled together a quick design competition and in May 1958 selected the Martin-Baker Mk.5 seat as their choice to be the standard seat in Naval combat aircraft.  All the airframe manufacturers were then notified to negotiate a contract with Martin-Baker to modify the seat to fit their aircraft.

So then, why do we see the Stanley / McDonnell seat installed in F4H aircraft after that date?

Well, both McDonnell and Stanley had a lot of work and money tied up into their seat in design hours, manufacturing startup, and many, many hours testing and refining their seat.  To make matters worse, all that work and testing would have to be redone with a Martin-Baker seat installation.  Everything from fitting the seat into the airframe, controlling ejection sequences, ensuring that an ejection through the canopy was survivable, and a host of other engineering puzzles would have to be designed and thoroughly tested before putting a new seat into the aircraft.  And this came at a very inconvenient time for the F4H project as it would have delayed the first flight and some of the initial testing of the F4H.  In addition, the Martin-Baker seat added 103 lbs. to the weight and $600,000.00 to the price tag of the Phantom.  So simply stated, McDonnell was very, very slow in making the changeover.  And there really was no incentive to move quickly because BuAer was paying the bills for continuing development of the Stanley / McDonnell seat as a hedge against the possibility of a protracted development of the Martin-Baker seat for the F4H.  So it wasn't until December of 1960 that McDonnell finally canceled the contract with Stanley (although Stanley received a nice buy-out from BuAer since it was their directive that was forcing the change).

An interesting side note is that even though McDonnell had canceled the contract, they still were not done with Stanley Aviation Company ejection seats completely. It seems that at some point there must have been thought given to using a Stanley escape capsule/seat on proposed high-performance models of the Phantom (possibly advanced interceptor proposals like the Model 98AL or 98CN).  Here are some pictures of the capsule in a mock-up of the forward fuselage of the F-4.

 It sure makes a tight cockpit a bit tighter!

---

Sources:

1. Engineering the F-4 Phantom II - Parts Into Systems, by Glenn E Bugos
2. http://www.ejectionsite.com

Revision History:

10/25/2013 - Original Post
10/26/2013 - Added information about Ejection Capsule

US Navy F-4B(N) Phantom II ECM Development

NOTE: THIS POST HAS BEEN REDONE!

Follow This Link to the New Information

Books about the F-4 Phantom II

This is not a complete list, but rather a list of the books I currently own, or have on my wish list.  Even so it is readily apparent that there isn't a lack of documentation on the service the Phantom II provided over the years.  I will be adding my personal rating (out of 5 possible stars) and comments as time allows.

Book Information	Book Cover
F-4C Phantom II - Post Vietnam Markings 1974-1984 Color & Marking Series 03 by Bert Kinzey «««
Paperback: 64 pages Publisher: Aero Publishers (November 1985) Language: English ISBN-10: 0816845271 ISBN-13: 978-0816845279 Product Dimensions: 10.8 x 8.3 x 0.3 inches Black & White Photos: 122 Color Photos: 93 Scale Line Drawings: 0
F-4D Phantom II - Post Vietnam Markings Color & Marking Series 04 by Bert Kinzey «««
Paperback: 64 pages Publisher: Aero Publishers (November 1986) Language: English ISBN-10: 083068428X ISBN-13: 978-0830684281 Product Dimensions: 11.2 x 8.5 x 0.2 inches Black & White Photos: Color Photos: Scale Line Drawings: 0
US Navy & USMC CAG Aircraft, Vol.1 - Fighters Color & Marking Series 10 by Bert Kinzey & Ray Leader «««
Paperback: 72 pages Publisher: TAB Books (October 1988) Language: English ISBN-10: 0830685340 ISBN-13: 978-0830685349 Product Dimensions: 11 x 8.5 x 0.2 inches Black & White Photos: Color Photos: Scale Line Drawings: 0
F-4E Phantom II - Post Vietnam Markings Color & Marking Series 13 by Bert Kinzey & Ray Leader  «««
Paperback: 64 pages Publisher: Airlife Pub. (February 1989) Language: English ISBN-10: 1853106143 ISBN-13: 978-1853106149
US Navy F-4 Phantoms - Pt. 1 - Atlantic Coast Markings Color & Marking Series 17 by Bert Kinzey & Ray Leader  «««
Paperback: 64 pages Publisher: Airlife Publishing Ltd; 1st edition (December 31, 1990) Language: English ISBN-10: 1853106240 ISBN-13: 978-1853106248 Product Dimensions: 10.7 x 8.4 x 0.2 inches
US Navy F-4 Phantoms - Pt. 2 - Pacific Coast Markings Color & Marking Series 22 by Bert Kinzey & Ray Leader  «««
Paperback: 64 pages Publisher: Squadron/Signal Publications; First Edition edition (September 1993) Language: English ISBN-10: 0890241945 ISBN-13: 978-0890241943 Product Dimensions: 11 x 8.4 x 0.3 inches
Recon Phantoms - USAF RF-4C & USMC RF-4B Variants Color & Marking Series 23 by Bert Kinzey & Ray Leader  «««
Paperback: 64 pages Publisher: Kalmbach Publishing Co.; 1st edition (August 1994) Language: English ISBN-10: 0890242216 ISBN-13: 978-0890242216 Product Dimensions: 11 x 10.6 x 8.5 inches
F-4 Phantom II - Vol. 1 - USAF F-4C, F-4D, RF-4C Detail & Scale Series 01 by Bert Kinzey «««
Paperback: 72 pages Publisher: Aero Publishers Inc. (1981) Language: English ISBN-10: ISBN-13: Product Dimensions: 11 x 8.4 x 0.3 inches
F-4 Phantom II - Vol. 2 - USAF F-4E & F-4G Detail & Scale Series 07 by Bert Kinzey «««
Paperback: 72 pages Publisher: Squadron/Signal Publications (May 1993) Language: English ISBN-10: 0890241635 ISBN-13: 978-0890241639 Product Dimensions: 10.7 x 8.3 x 0.3 inches
F-4 Phantom II - Vol. 3 - USN & USMC Versions Detail & Scale Series 12 by Bert Kinzey  «««
Paperback: 72 Pages Publisher: Kalmbach Publishing Co. (May 1993) Language: English ISBN-10: 0816850224 ISBN-13: 978-0816850228 Product Dimensions: 11 x 8.3 x 0.2 inches
The F-4 Phantom II Famous Aircraft Series by G.G. O'Rourke «««
Paperback: 64 pages Publisher: McGraw-Hill (May 1979) Language: English ISBN-10: 0816856451 ISBN-13: 978-0816856459 Product Dimensions: 11 x 8.3 x 0.2 inches
McDonnell F-4 Phantom II Aero Series No. 36 by Robert F Dorr
Paperback: 128 pages Publisher: Aero Publishers (August 1989) Language: English ISBN-10: 0830686177 ISBN-13: 978-0830686179 Product Dimensions: 9 x 7.2 x 0.4 inches
McDonnell F-4D Aerofax Minigraph 04 by Rene Francillon  ««
Paperback: 40 Pages Publisher: Aerofax (May 1985) Language: English ISBN-10: 0942548094 ISBN-13: 978-0942548099 Product Dimensions: 11 x 8 x 0.2 inches
McDonnell RF-4 Variants Aerofax Minigraph 13 by Jay Miller   ««
Paperback Publisher: Aerofax (December 1984) Language: English ISBN-10: 0942548183 ISBN-13: 978-0942548181 Product Dimensions: 11 x 8.5 x 0.2 inches
McDonnell F-4E Phantom II Aerofax Minigraph 20 by Tim McGovern   « «
Paperback: 48 pages Publisher: Aerofax; 1st edition (June 1992) Language: English ISBN-10: 0942548248 ISBN-13: 978-0942548242 Product Dimensions: 11 x 8.5 x 0.3 inches
McDonnell Douglas F-4 Aero Detail 04 US Navy & Marines   «««
Paperback: 78 Pages Publisher: Aero Detail? Language: Japanese (also English captions to pictures)
USAFE Phantoms Post WWII Combat Aircraft Series 01 by Patrick Martin & Christian Gerard   ««««
Paperback Publisher: Airdoc - Aircraft Documentations (2005) ASIN: B000YNTBZ8
Luftwaffe Phantoms Part 1 - The MDD F-4F Phantom II in German Air Force Service - 1973-1982 Post WWII Combat Aircraft Series 06 by Andreas Klein  ««««
Paperback Publisher: Airdoc - Aircraft Documentations (2004) ISBN-10: 3935687060 ISBN-13: 978-3935687065 ASIN: B000TYX02M
Luftwaffe Phantoms Part 2 - The MDD F-4F Phantom II in German Air Force Service - 1982-2003 Post WWII Combat Aircraft Series 7 by Andreas Klein ««««
Paperback Publisher: Airdoc - Aircraft Documentations (January 1, 2004) ASIN: B000YNOFJK
Luftwaffe Phantoms Part 3 - The MDD RF-4E Phantom II in German Air Force Service Post WWII Combat Aircraft Series 08 by Andreas Klein & Ralf Jahnke  ««««
Paperback: 72 pages Publisher: Airdoc - Aircraft Documentations (2004) Language: English, German ISBN-10: 3935687087 ISBN-13: 978-3935687089 ASIN: B000TYYQY8
Fluglehrzentrum F-4F Modern Combat Aircraft Special Series 01 by Wilfried Zetsche  «««
Paperback Publisher: Airdoc - Aircraft Documentations (2006) ISBN-10: 3935687532 ISBN-13: 978-3935687539 ASIN: B000TYV85I
Luftwaffe Phantoms The F-4F and RF-4E in Norm 72 Camouflage Modern Combat Aircraft Special Series 007 by Andreas Klein (on my wish list)
Paperback: 72 pages Publisher: Airdoc - Aircraft Documentations (2007) Language: English, German ISBN-10: 3935687648 ISBN-13: 978-3935687645
USMC Phantoms F-4B/J/N/S and RF-4B of the US Marine Corps Modern Combat Aircraft Special Series 009 by Patrick Martin & Andreas Klein (on my wish list)
Paperback Publisher: Airdoc - Aircraft Documentations (2008) ISBN-10: 3935687699 ISBN-13: 978-3935687690
F-4 Phantom Warbirds Illustrated No. 27 by Richard C. Stern ««
Paperback: 72 pages Publisher: Arms & Armour Press (September 1984) Language: English ISBN-10: 085368670X ISBN-13: 978-0853686705 Product Dimensions: 8.4 x 5.8 x 0.7 inches
F-4 Phantom, Vol. 2 Warbirds Illustrated No. 46 by Richard C. Stern (on my wish list)
Paperback: 72 pages Publisher: Weidenfeld Military (September 1987) Language: English ISBN-10: 0853688281 ISBN-13: 978-0853688280 Product Dimensions: 9.6 x 7.1 x 0.2 inches
Warriors At 500 Knots: Intense Stories Of Valiant Crews Flying The Legendary F-4 Phantom II In The Vietnam Air War. by Robert F Kirk (on my wish list)
Paperback: 228 pages Publisher: AuthorHouse (April 27, 2011) Language: English ISBN-10: 1456756753 ISBN-13: 978-1456756758 Product Dimensions: 0.5 x 8.9 x 5.9 inches
The McDonnell Douglas RF-4E - 1982-1995 F-40 Die Flugzeuge Der Bundeswehr 39 by Ralf Jahnke  «««
Paperback: 192 Seiten Publisher: PeCom-Datentechnik GmbH; Auflage: 1. (2001) Language: German (picture captions in English) ASIN: B007RMM2SC
Uncovering the US Navy Q/F-4B/J/N/S Phantom by Danny Coremans «««««
Paperback: 176 pages Publisher: DACO Publications (2010) Language: English ISBN-10: 9080674796 ISBN-13: 978-9080674790 Product Dimensions: 9.25 x 8.5 x 0.4 inches
Israeli Phantoms Vol. 1 The "Kurnass" in IDF/AF Service 1969-1988 The Ultimate F-4 Phantom II Collection No.01 by Andreas Klein & Shlomo Aloni  «««««
Hardcover: 160 Pages Publisher: Double Ugly Books (2009) Language: English ISBN-10: 3935687818 ISBN-13: 978-3935687812 Product Dimensions: 11.8 x 8.5 x 0.6 inches
Israeli Phantoms Vol. 2 The "Kurnass" in IDF/AF Service 1989 to the Present The Ultimate F-4 Phantom II Collection No.02 by Andreas Klein & Shlomo Aloni     «««««
Hardcover: 160 Pages Publisher: Double Ugly Books (2009) Language: English ISBN-10: 3935687826 ISBN-13: 978-3935687829 Product Dimensions: 11.9 x 8.4 x 0.6 inches
US Navy Phantoms Atlantic & Pacific Fleet Units 1960-2004 The Ultimate F-4 Phantom II Collection No.03 by Patrick Martin & Andreas Klein
Hardcover Publisher: Double Ugly Books (2010) Language: English ISBN-10: 3935687834 ISBN-13: 978-3935687836 Product Dimensions: 11.9 x 8.4 x 0.6 inches
The Ultimate F-4 Phantom II Collection No.04 British Phantoms The Phantom FG Mk.1 and FGR Mk.2 in Royal Navy and RAF Service - 1966-1978 by Patrick Martin (on my wish list)
Hardcover Publisher: Double Ugly Books (2010) Language: English ISBN-10: 3935687834 ISBN-13: 978-3935687836 Product Dimensions: 11.9 x 8.4 x 0.6 inches
The Detail Series 01 Phantom II - A Detailed Look at the F-4E/F and RF-4E by Peter Anthoni and Nico Deboeck (on my wish list)
Paperback: 140 pages Publisher: GREYHOUND (2003) ASIN: B004LAPGV8
McDonnell Douglas Phantom - F-4K and F-4M Warpaint Series No. 31 by Steve Hazell  ««
Paperback Publisher: War Paint Books Ltd (2000) ASIN: B006UHERSI Product Dimensions: 30.2 x 21.2 x 0.4 cm
McDonnell Douglas F-4 Phantom - 1958 onwards (all marks) Owner's Workshop Manual Series by Ian Black ««««
Hardcover: 160 pages Publisher: Haynes Publishing (February 1, 2012) Language: English ISBN-10: 9781844259960 ISBN-13: 978-1844259960 ASIN: 184425996X Product Dimensions: 0.6 x 8.5 x 10.9 inches
F-4 Phantom by Frank B. Mormillo   «
Paperback: 64 pages Publisher: Allan (Ian) Ltd (October 1990) Language: English ISBN-10: 0711019282 ISBN-13: 978-0711019287 Product Dimensions: 8.9 x 6.6 x 0.4 inches
RAF Phantom Aircraft Illustrated Special by Peter R Foster
Paperback: Publisher: Allan (Ian) Ltd Language: English
Phantom RAF Aircraft Today Series 1 by Bill Gunston ««
Paperback: 100 pages Publisher: Allan (Ian) Ltd (1984) Language: English ISBN-10: 0711013837 ISBN-13: 978-0711013834 ASIN: B007ZG58K4
McDonnell F-4 Phantom Aviation Notebook Series by Stewart Wilson  ««
Paperback: 48 pages Publisher: Notebook Publications; 1 edition (May 15, 2000) Language: English ISBN-10: 1876722002 ISBN-13: 978-1876722005 Product Dimensions: 9.8 x 7.3 x 0.2 inches
Phantom - McDonnell Phantom FG Mk1 / FGR Mk 2 Aeroguide Series 13 by Roger Chesneau  «««
Paperback: 36 pages Publisher: Linewrights Ltd (1986) Language: English ISBN-10: 0946958149 ISBN-13: 978-0946958146 Product Dimensions: 11.5 x 8.3 x 0.2 inches
Tiger Squadron Phantom - McDonnell Douglas F-4J(UK) Phantom Aeroguide Series 25 by Roger Chesneau  «««
Paperback: 36 pages Publisher: Linewrights Ltd (May 1989) Language: English ISBN-10: 0946958327 ISBN-13: 978-0946958320 Product Dimensions: 11.5 x 8.3 x 0.2 inches
F-4 Phantom II Production and Operational Data by William R Peake «««««
Paperback: 360 pages Publisher: Midland Pub Ltd (June 6, 2005) Language: English ISBN-10: 1857801903 ISBN-13: 978-1857801903 Product Dimensions: 0.9 x 8.4 x 10.8 inches
McDonnell F-4 Phantom II in US Navy, USMC, USAF, RAF, FAA, RAAF, Luftwaffe and Foreign Service - Vol. 1 Aircam Aviation Series 30 by Richard Ward & Rene Francillon  ««
Paperback: 48 pages Publisher: Osprey Publishing Ltd. (1972) Language: English ISBN-10: 0850450454 ISBN-13: 978-0850450453 Product Dimensions: 9.5 x 7 x 0.3 inches
McDonnell F-4 Phantom II in USAF, US Navy, USMC, RAF, FAA, Luftwaffe and IIAF Service - Vol. 2 Aircam Aviation Series 41 by Richard Ward & Rene Francillon ««
Paperback: 52 pages Publisher: Osprey Publishing Ltd. (1984) Language: English ISBN-10: 0711013837 Product Dimensions: 9.5 x 7 x 0.3 inches
USAF McDonnell Douglas F-4 Phantom II Air Vanguard Series 07 by Peter Davies  ««««
Paperback: 64 pages Publisher: Osprey Publishing (April 23, 2013) Language: English ISBN-10: 1780966083 ISBN-13: 978-1780966083 Product Dimensions: 9.7 x 7 x 0.3 inches
Israeli F-4 Phantom Aces Aircraft of the Aces Series 60 by Shlomo Aloni ««««
Paperback: 96 pages Publisher: Osprey Publishing (April 27, 2004) Language: English ISBN-10: 1841767832 ISBN-13: 978-1841767833 Product Dimensions: 0.3 x 7 x 9.7 inches
Arab - Israeli Air Wars 1947-1982 Combat Aircraft Series 23 by Shlomo Aloni  «««
Paperback: 96 pages Publisher: Osprey Publishing (February 25, 2001) Language: English ISBN-10: 1841762946 ISBN-13: 978-1841762944 Product Dimensions: 7.5 x 9.8 inches
US Navy F-4 Phantom II MiG Killers - 1965-70 Combat Aircraft Series 26 by Brad Elward & Peter Davies «««
Paperback: 96 pages Publisher: Osprey Publishing Ltd. (November 25, 2001) Language: English ISBN-10: 184176163X ISBN-13: 978-1841761633 Product Dimensions: 0.3 x 7.2 x 9.6 inches
US Navy F-4 Phantom II MiG Killers - 1972-73 Combat Aircraft Series 30 by Brad Elward & Peter Davies «««
Paperback: 96 pages Publisher: Osprey Publishing Ltd (August 19, 2002) Language: English ISBN-10: 1841762644 ISBN-13: 978-1841762647 Product Dimensions: 7.2 x 9.8 inches
Iranian F-4 Phantom II Units in Combat Combat Aircraft Series 37 by Farzad Bishop & Tom Cooper ««««
Paperback: 96 pages Publisher: Osprey Publishing (July 23, 2003) Language: English ISBN-10: 1841766585 ISBN-13: 978-1841766584 Product Dimensions: 0.3 x 7.2 x 9.8 inches
USAF F-4 Phantom II MiG Killers - 1965-68 Combat Aircraft Series 45 by Peter E Davies «««
Paperback: 96 pages Publisher: Osprey Publishing; First Edition edition (May 25, 2004) Language: English ISBN-10: 1841766569 ISBN-13: 978-1841766560 Product Dimensions: 7.5 x 10 inches
USAF F-4 Phantom II MiG Killers - 1972-73 Combat Aircraft Series 55 by Peter E Davies «««
Paperback: 96 pages Publisher: Osprey Publishing (May 8, 2005) Language: English ISBN-10: 1841766577 ISBN-13: 978-1841766577 Product Dimensions: 0.3 x 7.2 x 9.6 inches
US Marine Corps F-4 Phantom II Units of the Vietnam War Combat Aircraft Series 94 by Peter E Davies (on my wish list)
Paperback: 96 pages Publisher: Osprey Publishing; (December 18, 2012) Language: English ISBN-10: 1849087512 ISBN-13: 978-1849087513 Product Dimensions: 0.4 x 7 x 9.4 inches
F-4 Phantom II vs MiG-21 - USAF & VPAF in the Vietnam War Duel Series 12 by Peter E Davies «««
Paperback: 80 pages Publisher: Osprey Publishing (September 23, 2008) Language: English ISBN-10: 1846033160 ISBN-13: 978-1846033162 Product Dimensions: 0.2 x 7.2 x 9.6 inches
USN F-4 Phantom II vs VPAF MiG-17,19 - Vietnam 1965-72 Duel Series 23 by Peter E Davies «««
Paperback: 80 pages Publisher: Osprey Publishing; First Edition edition (November 17, 2009) Language: English ISBN-10: 1846034752 ISBN-13: 978-1846034756 Product Dimensions: 0.3 x 7.4 x 9.8 inches
McDonnell Douglas F-4 Phantom II Air Combat Series by Robert F Dorr (On my wish list)
Hardcover: 192 pages Publisher: Osprey Publishing (November 22, 1984) Language: English ISBN-10: 0850455871 ISBN-13: 978-0850455878 Product Dimensions: 10.6 x 8 x 0.9 inches
Phantom from the Cockpit: - Flying the Legend by Peter Caygill ««««
Hardcover: 173 pages Publisher: Pen & Sword (December 31, 2005) Language: English ISBN-10: 1844152251 ISBN-13: 978-1844152254 Product Dimensions: 9.3 x 6.3 x 1.1 inches
Phantom Reflections - The Education of an American Fighter Pilot in Vietnam by Mike McCarthy ««««
Paperback: 208 pages Publisher: Stackpole Books (January 31, 2009) Language: English ISBN-10: 0811735540 ISBN-13: 978-0811735544 Product Dimensions: 0.6 x 6.1 x 8.9 inches
McDonnell Douglas F-4 Phantom Profile 208 Edited by Charles W Cain ««
Paperback: 20 pages Publisher: Profile Publications Ltd. (1973) Language: English ASIN: B001BQ4GNO Product Dimensions: 24.2 x 18.2 x 0.3 cm
McDonnell Douglas Aircraft Since 1920 - Vol. II by Rene J Francillon ««««
Hardcover: 482 pages Publisher: US Naval Institute Press (October 1, 1990) Language: English ISBN-10: 1557505500 ISBN-13: 978-1557505507 Product Dimensions: 1.3 x 5.7 x 8.7 inches
F-4 Phantom - Variant by Variant - Part 1 Edited by Radek Vavrina ««
F-4 Phantom - Variant by Variant - Part 2 Edited by Radek Vavrina ««
The Modern Phantom Guide - The F-4 Phantom Exposed by Jake Melampy «««««
Paperback: 228 pages Publisher: Reid Air Publications; 1st edition (August 17, 2009) Language: English ISBN-10: 097950645X ISBN-13: 978-0979506451 Product Dimensions: 10.9 x 8.5 x 0.7 inches
The McDonnell Douglas F-4 Phantom II - A Comprehensive Guide for the Modeller - Part 1 - USAF Variants Modeller's Datafile Series 12 by Andy Evans «««
Paperback: 128 pages Publisher: SAM Publications (October 2007) Language: English ISBN-10: 0955185831 ISBN-13: 978-0955185830 Product Dimensions: 11.4 x 8.2 x 0.2 inches
The McDonnell Douglas F-4 Phantom II - A Comprehensive Guide for the Modeller - Part 2 - US Navy & Marine Corps Variants Modeller's Datafile Series 13 by Andy Evans «««
Paperback: 128 pages Publisher: SAM Publications (June 2008) Language: English ISBN-10: 095518584X ISBN-13: 978-0955185847 Product Dimensions: 11.6 x 8.2 x 0.4 inches
The McDonnell Douglas F-4 Phantom II - A Comprehensive Guide for the Modeller - Part 3 - Overseas Operators Modeller's Datafile Series 14 by Andy Evans (on my wish list)
Paperback: 128 pages Publisher: SAM Publications; First Edition edition (January 2008) Language: English ISBN-10: 0955185858 ISBN-13: 978-0955185854 Product Dimensions: 11.6 x 8.2 x 0.3 inches
F-4 Phantom IIs of the USAF Reserve and ANG by Don Logan (on my wish list)
Hardcover: 298 pages Publisher: Schiffer Publishing (January 1, 2002) Language: English ISBN-10: 0764316273 ISBN-13: 978-0764316272 Product Dimensions: 11 x 8.7 x 1.4 inches
USAF F-4 and F-105 MiG Killers of the Vietnam War, 1965-1973 by Donald J McCarthy Jr.
Publisher: Schiffer Publishing, Ltd. (January 1, 2004) Language: English ISBN-10: 0764322567 ISBN-13: 978-0764322563 Product Dimensions: 11.1 x 8.8 x 0.8 inches
Gray Ghosts, U.S. Navy & Marine Corps F-4 Phantoms by Peter E Davies
Hardcover: 240 pages Publisher: Schiffer Pub Ltd (March 2000) Language: English ISBN-10: 0764310216 ISBN-13: 978-0764310218 Product Dimensions: 1.1 x 8.7 x 11.1 inches
McDonnell Douglas F-4K and F-4M Phantom II by Michael Burns
Hardcover: 200 pages Publisher: Osprey Publishing Ltd. (UK); (June 1984) Language: English ISBN-10: 0850455642 ISBN-13: 978-0850455649 Product Dimensions: 10.7 x 8 x 0.9 inches
Phantom in Combat by Walter J Boyne ««
Hardcover: 192 pages Publisher: Schiffer Publishing, Ltd. (January 1, 2004) Language: English ISBN-10: 0887405991 ISBN-13: 978-0887405990 Product Dimensions: 11 x 8.7 x 0.9 inches
McDonnell Douglas F-4 Gun Nosed Phantoms Warbird Tech Series Vol. 8 by Kris Hughes & Walter Dranem «««
Paperback: 100 pages Publisher: Specialty Press; 1st edition (July 28, 1997) Language: English ISBN-10: 093342471X ISBN-13: 978-0933424715 Product Dimensions: 10.8 x 8.3 x 0.3 inches
F-4 Phantom II in Action In Action Series 05 by Lou Drendel «««
Paperback: 48 pages Publisher: Squadron/Signal Publications I (1979) Language: English ISBN-10: 0897470044 ISBN-13: 978-0897470049 Product Dimensions: 10.8 x 8.1 x 0.2 inches
F-4 Phantom II in Action In Action Series 65 by Larry Davis «««
Paperback: 58 pages Publisher: Squadron/Signal Publications; 1st edition (May 1984) Language: English ISBN-10: 0897471547 ISBN-13: 978-0897471541 Product Dimensions: 10.8 x 8 x 0.1 inches
F-4E Phantom II Walk Around Walk Around Series 45 by Larry Davis «««
Paperback: 80 pages Publisher: Squadron/Signal Publications; 1st edition (March 2007) Language: English ISBN-10: 0897475119 ISBN-13: 978-0897475112 Product Dimensions: 10.8 x 8 x 0.3 inches
Phantom II - A Pictorial History of the McDonnell Douglas F-4 Phantom II by Lou Drendel «««
Paperback: 64 pages Publisher: Squadron/Signal Publications (1985) Language: English ISBN-10: 0897470621 ISBN-13: 978-0897470629 ASIN: B002L4MVPU Product Dimensions: 8.4 x 5.8 x 0.7 inches
USAF Phantoms in Combat by Lou Drendel «««
Paperback: 64 pages Publisher: Squadron/Signal Publications Inc.; 1st edition (June 25, 1987) Language: English ISBN-10: 0897471865 ISBN-13: 978-0897471862 Product Dimensions: 10.8 x 8.3 x 0.3 inches
USN Phantoms in Combat by Lou Drendel «««
Paperback: 64 pages Publisher: Squadron/Signal Publications; 1st edition (October 1988) Language: English ISBN-10: 0897472136 ISBN-13: 978-0897472135 Product Dimensions: 10.7 x 8.4 x 0.2 inches
Wild Weasel - The SAM Suppresion Story by Larry Davis ««««
Paperback: 64 pages Publisher: Squadron/Signal Publications; 1st edition (1986) Language: English ISBN-10: 0897471784 ISBN-13: 978-0897471787 Product Dimensions: 10.7 x 8.3 x 0.5 inches
Engineering the F-4 Phantom II: Parts Into Systems by Glenn E Bugos «««««
Hardcover: 258 pages Publisher: Naval Institute Press (March 1, 1996) Language: English ISBN-10: 1557500894 ISBN-13: 978-1557500892 Product Dimensions: 0.9 x 6.2 x 9.1 inches
McDonnell Douglas F-4E Phantom II Lock On No. 8 by Francois Verlinden & Willy Peeters ««
Paperback: 36 pages Publisher: Verlinden Publications; 1st edition (April 1, 1990) Language: English ISBN-10: 9070932202 ISBN-13: 978-9070932206 Product Dimensions: 9.4 x 8.5 x 0.2 inches
F.G.R.2 Phantom: No. 92 Squadron, Royal Air Force Lock On No. 10 by Francois Verlinder ««
Paperback: 36 pages Publisher: Verlinden Publications (November 1, 1990) Language: English ISBN-10: 1930607431 ISBN-13: 978-1930607439 Product Dimensions: 9.2 x 8.8 x 0.2 inches
The McDonnell Douglas F-4 Phantom II Aerodata International Series No. 14  ««
Paperback: 20 pages Publisher: Visual Art Productions; 1St Edition edition (1980) Language: English ISBN-10: 090546995X ISBN-13: 978-0905469959
McDonnell F-4 Phantom - Spirit in the Skies by John Lake & David Donald «««««
Hardcover: 267 pages Publisher: Aerospace Publishing / Airtime Publishing; Enlarged 2nd edition (October 1, 2002) Language: English ISBN-10: 1880588315 ISBN-13: 978-1880588314 Product Dimensions: 11.9 x 9.5 x 0.9 inches
F-4E Phantom Kunass in IAF Service, Pt. 1 IsraDecal Aircraft in Detail 4 by Ra'anan Weiss and Shlomo Aloni
Hardcover: 267 pages Publisher: Isra Decal Language: English ISBN-10: 9789657220054 Product Dimensions: 11.9 x 9.5 x 0.9 inches
The Phantom Story by Anthony M. Thornborough and Peter E. Davies
Hardcover: 296 pages Publisher: Cassell Language: English ISBN-10: 030435712X ISBN-13: 978-0304357123 Product Dimensions: 10.7 x 8.5 x 0.8 inches
Combat Legend - F-4 Phantom Combat Legends Series by Martin W. Bowman
Hardcover: 96 pages Publisher: The Crowood Press Language: English ISBN-10: 1840374012 ISBN-13: 978-1840374018 Product Dimensions: 9.6 x 7.5 x 0.3 inches
McDonnell F-4 Phantom, Vol. 1: US Navy and Marine Versions Plane & Pilot Series by Gerard Paloque
Hardcover: 80 pages Publisher: Histoire and Collections Language: English ISBN-10: 2352501148 ISBN-13: 978-2352501145 Product Dimensions: 0.3 x 7.8 x 9.2 inches
McDonnell F-4 Phantom, Vol. 2: US Air Force and Export Versions Plane & Pilot Series by Gerard Paloque
Hardcover: 80 pages Publisher: Casemate Publishers Language: English ISBN-10: 2352501490 ISBN-13: 8-2352501497 Product Dimensions: 0.3 x 7.8 x 9.2 inches

---

Revisions:

01/06/2014 - Added more books
10/26/2013 - Added book information and ratings
10/12/2013 - Initial Post