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The McDonnell Douglas F-4 Phantom II^{[N 1]} is a tandem two-seat, twin-engine, all-weather, long-range supersonicjetinterceptor and fighter-bomber originally developed for the United States Navy by McDonnell Aircraft.^[2] It first entered service in 1961 with the Navy.^[3] Proving highly adaptable, it was also adopted by the United States Marine Corps and the United States Air Force, and by the mid-1960s had become a major part of their air arms.^[4]

The Phantom is a large fighter with a top speed of over Mach 2.2. It can carry more than 18,000 pounds (8,400 kg) of weapons on nine external hardpoints, including air-to-air missiles, air-to-ground missiles, and various bombs. The F-4, like other interceptors of its time, was initially designed without an internal cannon. Later models incorporated an M61 Vulcan rotary cannon. Beginning in 1959, it set 15 world records for in-flight performance,^[5] including an absolute speed record and an absolute altitude record.^[6]

The F-4 was used extensively during the Vietnam War. It served as the principal air superiority fighter for the U.S. Air Force, Navy, and Marine Corps and became important in the ground-attack and aerial reconnaissance roles late in the war. During the Vietnam War, one U.S. Air Force pilot, two weapon systems officers (WSOs),^[7] one U.S. Navy pilot and one radar intercept officer (RIO) became aces by achieving five aerial kills against enemy fighter aircraft.^[8] The F-4 continued to form a major part of U.S. military air power throughout the 1970s and 1980s, being gradually replaced by more modern aircraft such as the F-15 Eagle and F-16 Fighting Falcon in the U.S. Air Force, the F-14 Tomcat in the U.S. Navy, and the F/A-18 Hornet in the U.S. Navy and U.S. Marine Corps.

The F-4 Phantom II remained in use by the U.S. in the reconnaissance and Wild Weasel (Suppression of Enemy Air Defenses) roles in the 1991 Gulf War, finally leaving service in 1996.^[9][10] It was also the only aircraft used by both U.S. flight demonstration teams: the United States Air Force Thunderbirds (F-4E) and the United States Navy Blue Angels (F-4J).^[4][11][12] The F-4 was also operated by the armed forces of 11 other nations. Israeli Phantoms saw extensive combat in several Arab–Israeli conflicts, while Iran used its large fleet of Phantoms, acquired before the fall of the Shah, in the Iran–Iraq War. Phantom production ran from 1958 to 1981, with a total of 5,195 built, making it the most produced American supersonic military aircraft.^[4][13] As of 2020, 62 years after its first flight, the F-4 remains in service with Iran, Japan, South Korea, Greece, and Turkey. The aircraft has most recently been in service against the Islamic State group in the Middle East.

Development[edit]

Origins[edit]

In 1952, McDonnell's Chief of Aerodynamics, Dave Lewis, was appointed by CEO Jim McDonnell to be the company's preliminary design manager.^[14] With no new aircraft competitions on the horizon, internal studies concluded the Navy had the greatest need for a new and different aircraft type: an attack fighter.^[15]

The McDonnell F3H-G/H mockup, 1954

In 1953, McDonnell Aircraft began work on revising its F3H Demon naval fighter, seeking expanded capabilities and better performance. The company developed several projects, including a variant powered by a Wright J67 engine,^[16] and variants powered by two Wright J65 engines, or two General Electric J79 engines.^[17] The J79-powered version promised a top speed of Mach 1.97. On 19 September 1953, McDonnell approached the United States Navy with a proposal for the "Super Demon". Uniquely, the aircraft was to be modular, as it could be fitted with one- or two-seat noses for different missions, with different nose cones to accommodate radar, photo cameras, four 20 mm (.79 in) cannon, or 56 FFAR unguided rockets in addition to the nine hardpoints under the wings and the fuselage. The Navy was sufficiently interested to order a full-scale mock-up of the F3H-G/H, but felt that the upcoming Grumman XF9F-9 and Vought XF8U-1 already satisfied the need for a supersonic fighter.^[18]

The McDonnell design was therefore reworked into an all-weather fighter-bomber with 11 external hardpoints for weapons and on 18 October 1954, the company received a letter of intent for two YAH-1 prototypes. Then on 26 May 1955, four Navy officers arrived at the McDonnell offices and, within an hour, presented the company with an entirely new set of requirements. Because the Navy already had the Douglas A-4 Skyhawk for ground attack and F-8 Crusader for dogfighting, the project now had to fulfill the need for an all-weather fleet defense interceptor. A second crewman was added to operate the powerful radar;^[2] designers believed that air combat in the next war would overload solo pilots with information.^[19]

XF4H-1 prototype[edit]

Key figures in the F-4 development: David Lewis, Robert Little, and Herman Barkey

The XF4H-1 was designed to carry four semi-recessed AAM-N-6 Sparrow III radar-guided missiles, and to be powered by two J79-GE-8 engines. As in the McDonnell F-101 Voodoo, the engines sat low in the fuselage to maximize internal fuel capacity and ingested air through fixed geometry intakes. The thin-section wing had a leading edge sweep of 45° and was equipped with blown flaps for better low-speed handling.^[20]

Wind tunnel testing had revealed lateral instability, requiring the addition of 5° dihedral to the wings.^[21] To avoid redesigning the titanium central section of the aircraft, McDonnell engineers angled up only the outer portions of the wings by 12°, which averaged to the required 5° over the entire wingspan. The wings also received the distinctive "dogtooth" for improved control at high angles of attack. The all-moving tailplane was given 23° of anhedral to improve control at high angles of attack, while still keeping the tailplane clear of the engine exhaust.^[20] In addition, air intakes were equipped with variable geometry ramps to regulate airflow to the engines at supersonic speeds. All-weather intercept capability was achieved thanks to the AN/APQ-50 radar. To accommodate carrier operations, the landing gear was designed to withstand landings with a sink rate of 23 ft/s (7 m/s), while the nose strut could extend by some 20 in (51 cm) to increase angle of attack at takeoff.^[21]

On 25 July 1955, the Navy ordered two XF4H-1 test aircraft and five YF4H-1 pre-production examples. The Phantom made its maiden flight on 27 May 1958 with Robert C. Little at the controls. A hydraulic problem precluded retraction of the landing gear, but subsequent flights went more smoothly. Early testing resulted in redesign of the air intakes, including the distinctive addition of 12,500 holes to "bleed off" the slow-moving boundary layer air from the surface of each intake ramp. Series production aircraft also featured splitter plates to divert the boundary layer away from the engine intakes. The aircraft soon squared off against the XF8U-3 Crusader III. Due to operator workload, the Navy wanted a two-seat aircraft and on 17 December 1958 the F4H was declared a winner. Delays with the J79-GE-8 engines meant that the first production aircraft were fitted with J79-GE-2 and −2A engines, each having 16,100 lbf (71.8 kN) of afterburning thrust. In 1959, the Phantom began carrier suitability trials with the first complete launch-recovery cycle performed on 15 February 1960 from Independence.^[21]

There were proposals to name the F4H "Satan" and "Mithras".^[21] In the end, the aircraft was given the less controversial name "Phantom II", the first "Phantom" being another McDonnell jet fighter, the FH-1 Phantom. The Phantom II was briefly given the designation F-110A and the name "Spectre" by the USAF, but neither name was officially used.^[22]

Production[edit]

VF-74 was the first operational U.S. Navy Phantom squadron in 1961

Early in production, the radar was upgraded to the Westinghouse AN/APQ-72, an AN/APG-50 with a larger radar antenna, necessitating the bulbous nose, and the canopy was reworked to improve visibility and make the rear cockpit less claustrophobic.^[23] During its career the Phantom underwent many changes in the form of numerous variants developed.

The USN operated the F4H-1 (re-designated F-4A in 1962) with J79-GE-2 and -2A engines of 16,100 lbf (71.62 kN) thrust and later builds receiving -8 engines. A total of 45 F-4As were built; none saw combat, and most ended up as test or training aircraft.^[24] The USN and USMC received the first definitive Phantom, the F-4B which was equipped with the Westinghouse APQ-72 radar (pulse only), a Texas Instruments AAA-4 Infra-red search and track pod under the nose, an AN/AJB-3 bombing system and powered by J79-GE-8,-8A and -8B engines of 10,900 lbf (48.5 kN) dry and 16,950 lbf (75.4 kN) afterburner (reheat) with the first flight on 25 March 1961. 649 F-4Bs were built with deliveries beginning in 1961 and VF-121 Pacemakers receiving the first examples at NAS Miramar.^[24]

The USAF received Phantoms as the result of Defense Secretary Robert McNamara's push to create a unified fighter for all branches of the US military. After an F-4B won the "Operation Highspeed" fly-off against the Convair F-106 Delta Dart, the USAF borrowed two Naval F-4Bs, temporarily designating them F-110A "Spectre" in January 1962, and developed requirements for their own version. Unlike the US Navy's focus on air-to-air interception in the Fleet Air Defense (FAD) mission, the USAF emphasized both an air-to-air and an air-to-ground fighter-bomber role. With McNamara's unification of designations on 18 September 1962, the Phantom became the F-4 with the naval version designated F-4B and USAF F-4C. The first Air Force Phantom flew on 27 May 1963, exceeding Mach 2 on its maiden flight.^[25]

The F-4J improved both air-to-air and ground-attack capability; deliveries begun in 1966 and ended in 1972 with 522 built.^[26] It was equipped with J79-GE-10 engines with 17,844 lbf (79.374 kN) thrust, the Westinghouse AN/AWG-10 Fire Control System (making the F-4J the first fighter in the world with operational look-down/shoot-down capability),^[27] a new integrated missile control system and the AN/AJB-7 bombing system for expanded ground attack capability.^[28]

The F-4N (updated F-4Bs) with smokeless engines and F-4J aerodynamic improvements started in 1972 under a U.S. Navy-initiated refurbishment program called "Project Bee Line"^[29] with 228 converted by 1978. The F-4S model resulted from the refurbishment of 265 F-4Js with J79-GE-17 smokeless engines of 17,900 lbf (79.379 kN), AWG-10B radar with digitized circuitry for improved performance and reliability, Honeywell AN/AVG-8 Visual Target Acquisition Set or VTAS (world's first operational Helmet Sighting System), classified avionics improvements, airframe reinforcement and leading edge slats for enhanced maneuvering.^[30] The USMC also operated the RF-4B with reconnaissance cameras with 46 built;^[31] pilots flew the RF-4B alone and unarmed, straight and level on predictable flight paths at 5,000 feet while taking photographs, hoping that steady velocity would keep them alive.^[19]

Phantom II production ended in the United States in 1979 after 5,195 had been built (5,057 by McDonnell Douglas and 138 in Japan by Mitsubishi). Of these, 2,874 went to the USAF, 1,264 to the Navy and Marine Corps, and the rest to foreign customers.^[4] The last U.S.-built F-4 went to South Korea, while the last F-4 built was an F-4EJ built by Mitsubishi Heavy Industries in Japan and delivered on 20 May 1981.^[32] As of 2008, 631 Phantoms were in service worldwide,^[33] while the Phantoms were in use as a target drone (specifically QF-4Cs) operated by the U.S. military until 21 December 2016, when the Air Force officially ended use of the type.^[34]

World records[edit]

Transcontinental "Operation LANA" in 1961

To show off their new fighter, the Navy led a series of record-breaking flights early in Phantom development:^[4] All in all, the Phantom set 16 world records. Except for Skyburner, all records were achieved in unmodified production aircraft. Five of the speed records remained unbeaten until the F-15 Eagle appeared in 1975.^[5]

• Operation Top Flight: On 6 December 1959, the second XF4H-1 performed a zoom climb to a world record 98,557 ft (30,040 m).^[6][35] Commander Lawrence E. Flint Jr., USN accelerated his aircraft to Mach 2.5 (2,660 km/h; 1,650 mph) at 47,000 ft (14,330 m) and climbed to 90,000 ft (27,430 m) at a 45° angle. He then shut down the engines and glided to the peak altitude. As the aircraft fell through 70,000 ft (21,300 m), Flint restarted the engines and resumed normal flight.^[36]
• On 5 September 1960, an F4H-1 averaged 1,216.78 mph (1,958.16 km/h) over a 500 km (311 mi) closed-circuit course.^[6]
• On 25 September 1960, an F4H-1F averaged 1,390.24 mph (2,237.37 km/h) over a 100 km (62.1 mi) closed-circuit course.^[6] FAIRecord File Number 8898.
• Operation LANA: To celebrate the 50th anniversary of Naval aviation (L is the Roman numeral for 50 and ANA stood for Anniversary of Naval Aviation) on 24 May 1961, Phantoms flew across the continental United States in under three hours and included several tanker refuelings. The fastest of the aircraft averaged 869.74 mph (1,400.28 km/h) and completed the trip in 2 hours 47 minutes, earning the pilot (and future NASA Astronaut), Lieutenant Richard Gordon, USN and RIO, Lieutenant Bobbie Young, USN, the 1961 Bendix trophy.^{[6][37][38][39]}
• Operation Sageburner: On 28 August 1961, a F4H-1F Phantom II averaged 1,452.777 kilometers per hour (902.714 miles per hour) over a 3 mi (4.82 km) course flying below 125 feet (38.1 m) at all times.^[6] Commander J.L. Felsman, USN was killed during the first attempt at this record on 18 May 1961 when his aircraft disintegrated in the air after pitch damper failure.^[40]
• Operation Skyburner: On 22 November 1961, a modified Phantom with water injection, piloted by Lt. Col. Robert B. Robinson, set an absolute world record average speed over a 20-mile (32.2 km) long 2-way straight course of 1,606.342 mph (2,585.086 km/h).^[6][41][42]
• On 5 December 1961, another Phantom set a sustained altitude record of 66,443.8 feet (20,252 m).^[6]
• Operation High Jump: A series of time-to-altitude records was set in early 1962: 34.523 seconds to 3,000 m (9,840 ft), 48.787 seconds to 6,000 m (19,700 ft), 61.629 seconds to 9,000 m (29,500 ft), 77.156 seconds to 12,000 m (39,400 ft), 114.548 seconds to 15,000 m (49,200 ft), 178.5 s to 20,000 m (65,600 ft), 230.44 s to 25,000 m (82,000 ft), and 371.43 s to 30,000 m (98,400 ft).^[43]

Design[edit]

Overview[edit]

Cockpit of F-4 Phantom II

The F-4 Phantom is a tandem-seat fighter-bomber designed as a carrier-based interceptor to fill the U.S. Navy's fleet defense fighter role. Innovations in the F-4 included an advanced pulse-Doppler radar and extensive use of titanium in its airframe.^[44]

Despite imposing dimensions and a maximum takeoff weight of over 60,000 lb (27,000 kg),^[45] the F-4 has a top speed of Mach 2.23 and an initial climb rate of over 41,000 ft/min (210 m/s).^[46] The F-4's nine external hardpoints have a capability of up to 18,650 pounds (8,480 kg) of weapons, including air-to-air and air-to-surface missiles, and unguided, guided, and thermonuclear weapons.^[47] Like other interceptors of its day, the F-4 was designed without an internal cannon.^[48]

The baseline performance of a Mach 2-class fighter with long-range and a bomber-sized payload would be the template for the next generation of large and light/middle-weight fighters optimized for daylight air combat.^[49]

Flight characteristics[edit]

"Speed is life" was F-4 pilots' slogan. The Phantom's greatest advantage in air combat was acceleration^[19] and thrust, which permitted a skilled pilot to engage and disengage from the fight at will. MiGs usually could outturn the F-4 because of the high drag on its airframe;^[50] as a massive fighter aircraft designed to fire radar-guided missiles from beyond visual range, the F-4 lacked the agility of its Soviet opponents and was subject to adverse yaw during hard maneuvering. Although thus subject to irrecoverable spins during aileron rolls, pilots reported the aircraft to be very responsive and easy to fly on the edge of its performance envelope. In 1972, the F-4E model was upgraded with leading edge slats on the wing, greatly improving high angle of attack maneuverability at the expense of top speed.^[51]

The J79 reacted instantly to controls, unlike earlier engines. While landing on USS Midway (CV-41) John Cheshire's tailhook missed the arresting gear after fully idling the engines. By using full throttle the J79s went to afterburner, turning his bolter into a touch-and-go landing.^[19] The J79 produced noticeable amounts of black smoke (at mid-throttle/cruise settings), a severe disadvantage in that it made it easier for the enemy to spot the aircraft.^[52] Two decades after the aircraft entered service^[19] this was solved on the F-4S, which was fitted with the −10A engine variant with a smokeless combustor.^[53]

The lack of an internal gun "was the biggest mistake on the F-4", Cheshire said; "Bullets are cheap and tend to go where you aim them. I needed a gun, and I really wished I had one". Marine Corps general John R. Dailey recalled that "everyone in RF-4s wished they had a gun on the aircraft".^[19] For a brief period, doctrine held that turning combat would be impossible at supersonic speeds and little effort was made to teach pilots air combat maneuvering. In reality, engagements quickly became subsonic, as pilots would slow down in an effort to get behind their adversaries. Furthermore, the relatively new heat-seeking and radar-guided missiles at the time were frequently reported as unreliable and pilots had to fire multiple missiles (also known as ripple-firing), just to hit one enemy fighter. To compound the problem, rules of engagement in Vietnam precluded long-range missile attacks in most instances, as visual identification was normally required. Many pilots found themselves on the tail of an enemy aircraft, but too close to fire short-range Falcons or Sidewinders. Although by 1965 USAF F-4Cs began carrying SUU-16 external gunpods containing a 20 mm (.79 in) M61A1 Vulcan Gatling cannon, USAF cockpits were not equipped with lead-computing gunsights until the introduction of the SUU-23, virtually assuring a miss in a maneuvering fight. Some Marine Corps aircraft carried two pods for strafing. In addition to the loss of performance due to drag, combat showed the externally mounted cannon to be inaccurate unless frequently boresighted, yet far more cost-effective than missiles. The lack of a cannon was finally addressed by adding an internally mounted 20 mm (.79 in) M61A1 Vulcan on the F-4E.^[51]

Costs[edit]

Note: Original amounts were in 1965 U.S. dollars.^[54] The figures in these tables have been adjusted for inflation to the current year.

Operational history[edit]

United States Air Force[edit]

In USAF service, the F-4 was initially designated the F-110 Spectre^[55] prior to the introduction of the 1962 United States Tri-Service aircraft designation system. The USAF quickly embraced the design and became the largest Phantom user. The first USAF Phantoms in Vietnam were F-4Cs from the 43rd Tactical Fighter Squadron arrived in December 1964.^[56]

Unlike the U.S. Navy and U.S. Marine Corps, which flew the Phantom with a Naval Aviator (pilot) in the front seat and a Naval Flight Officer as a radar intercept officer (RIO) in the back seat, the USAF initially flew its Phantoms with a rated Air Force Pilot in front and back seats. Pilots usually did not like flying in the back seat;^[19] while the GIB, or "guy in back", could fly and ostensibly land the aircraft, he had fewer flight instruments and a very restricted forward view. The Air Force later assigned a rated Air Force Navigator qualified as a weapon/targeting systems officer (later designated as weapon systems officer or WSO) in the rear seat instead of another pilot.^[57][19]

On 10 July 1965, F-4Cs of the 45th Tactical Fighter Squadron, 15th TFW, on temporary assignment in Ubon, Thailand,^[58] scored the USAF's first victories against North Vietnamese MiG-17s using AIM-9 Sidewinder air-to-air missiles.^[59] On 26 April 1966, an F-4C from the 480th Tactical Fighter Squadron scored the first aerial victory by a U.S. aircrew over a North Vietnamese MiG-21 "Fishbed".^[60] On 24 July 1965, another Phantom from the 45th Tactical Fighter Squadron became the first American aircraft to be downed by an enemy SAM, and on 5 October 1966 an 8th Tactical Fighter Wing F-4C became the first U.S. jet lost to an air-to-air missile, fired by a MiG-21.

Early aircraft suffered from leaks in wing fuel tanks that required re-sealing after each flight and 85 aircraft were found to have cracks in outer wing ribs and stringers.^[54] There were also problems with aileron control cylinders, electrical connectors, and engine compartment fires. Reconnaissance RF-4Cs made their debut in Vietnam on 30 October 1965, flying the hazardous post-strike reconnaissance missions. The USAF Thunderbirds used the F-4E from the 1969 season until 1974.^[11]

Although the F-4C was essentially identical to the Navy/Marine Corps F-4B in-flight performance and carried the AIM-9 Sidewinder missiles, USAF-tailored F-4Ds initially arrived in June 1967 equipped with AIM-4 Falcons. However, the Falcon, like its predecessors, was designed to shoot down heavy bombers flying straight and level. Its reliability proved no better than others and its complex firing sequence and limited seeker-head cooling time made it virtually useless in combat against agile fighters. The F-4Ds reverted to using Sidewinders under the "Rivet Haste" program in early 1968, and by 1972 the AIM-7E-2 "Dogfight Sparrow" had become the preferred missile for USAF pilots. Like other Vietnam War Phantoms, the F-4Ds were urgently fitted with radar warning receivers to detect the Soviet-built S-75 Dvina SAMs.^[61]

From the initial deployment of the F-4C to Southeast Asia, USAF Phantoms performed both air superiority and ground attack roles, supporting not only ground troops in South Vietnam, but also conducting bombing sorties in Laos and North Vietnam. As the F-105 force underwent severe attrition between 1965 and 1968, the bombing role of the F-4 proportionately increased until after November 1970 (when the last F-105D was withdrawn from combat) it became the primary USAF tactical ordnance delivery system. In October 1972 the first squadron of EF-4C Wild Weasel aircraft deployed to Thailand on temporary duty.^[62] The "E" prefix was later dropped and the aircraft was simply known as the F-4C Wild Weasel.

Sixteen squadrons of Phantoms were permanently deployed between 1965 and 1973, and 17 others deployed on temporary combat assignments.^[63] Peak numbers of combat F-4s occurred in 1972, when 353 were based in Thailand.^[64] A total of 445 Air Force Phantom fighter-bombers were lost, 370 in combat and 193 of those over North Vietnam (33 to MiGs, 30 to SAMs, and 307 to AAA).^[64]

The RF-4C was operated by four squadrons,^[65] and of the 83 losses, 72 were in combat including 38 over North Vietnam (seven to SAMs and 65 to AAA).^[64] By war's end, the U.S. Air Force had lost a total of 528 F-4 and RF-4C Phantoms. When combined with U.S. Navy and Marine Corps losses of 233 Phantoms, 761 F-4/RF-4 Phantoms were lost in the Vietnam War.^[66]

On 28 August 1972, Captain Steve Ritchie became the first USAF ace of the war.^[7] On 9 September 1972, WSO Capt Charles B. DeBellevue became the highest-scoring American ace of the war with six victories.^[7] and WSO Capt Jeffrey Feinstein became the last USAF ace of the war on 13 October 1972.^[67] Upon return to the United States, DeBellevue and Feinstein were assigned to undergraduate pilot training (Feinstein was given a vision waiver) and requalified as USAF pilots in the F-4. USAF F-4C/D/E crews claimed 107½ MiG kills in Southeast Asia (50 by Sparrow, 31 by Sidewinder, five by Falcon, 15.5 by gun, and six by other means).^[64]

On 31 January 1972, the 170th Tactical Fighter Squadron/183d Tactical Fighter Group of the Illinois Air National Guard became the first Air National Guard unit to transition to Phantoms from Republic F-84F Thunderstreaks which were found to have corrosion problems.^[68] Phantoms would eventually equip numerous tactical fighter and tactical reconnaissance units in the USAF active, National Guard, and reserve.

On 2 June 1972, a Phantom flying at supersonic speed shot down a MiG-19 over Thud Ridge in Vietnam with its cannon. At a recorded speed of Mach 1.2, Major Phil Handley's shoot down was the first and only recorded gun kill while flying at supersonic speeds.^[69][70]

USAFE F-4G, A-10A and RF-4C, 6 April 1987

On 15 August 1990, 24 F-4G Wild Weasel Vs and six RF-4Cs were deployed to Shaikh Isa AB, Bahrain, for Operation Desert Storm. The F-4G was the only aircraft in the USAF inventory equipped for the Suppression of Enemy Air Defenses (SEAD) role, and was needed to protect coalition aircraft from Iraq's extensive air defense system. The RF-4C was the only aircraft equipped with the ultra-long-range KS-127 LOROP (long-range oblique photography) camera, and was used for a variety of reconnaissance missions. In spite of flying almost daily missions, only one RF-4C was lost in a fatal accident before the start of hostilities. One F-4G was lost when enemy fire damaged the fuel tanks and the aircraft ran out of fuel near a friendly airbase. The last USAF Phantoms, F-4G Wild Weasel Vs from 561st Fighter Squadron, were retired on 26 March 1996. The last operational flight of the F-4G Wild Weasel was from the 190th Fighter Squadron, Idaho Air National Guard, in April 1996.^[71] The last operational USAF/ANG F-4 to land was flown by Maj Mike Webb and Maj Gary Leeder of the Idaho ANG.

Like the Navy, the Air Force has operated QF-4 target drones, serving with the 82d Aerial Targets Squadron at Tyndall Air Force Base, Florida, and Holloman Air Force Base, New Mexico.^[72] It was expected that the F-4 would remain in the target role with the 82d ATRS until at least 2015, when they would be replaced by early versions of the F-16 Fighting Falcon converted to a QF-16 configuration.^[73] Several QF-4s also retain capability as manned aircraft and are maintained in historical color schemes, being displayed as part of Air Combat Command's Heritage Flight at air shows, base open houses, and other events while serving as non-expendable target aircraft during the week.^[74] On 19 November 2013, BAE Systems delivered the last QF-4 aerial target to the Air Force. The example had been in storage for over 20 years before being converted. Over 16 years, BAE had converted 314 F-4 and RF-4 Phantom IIs into QF-4s and QRF-4s, with each aircraft taking six months to adapt. As of December 2013, QF-4 and QRF-4 aircraft had flown over 16,000 manned and 600 unmanned training sorties, with 250 unmanned aircraft being shot down in firing exercises. The remaining QF-4s and QRF-4s held their training role until the first of 126 QF-16s were delivered by Boeing.^[75] The final flight of an Air Force QF-4 from Tyndall AFB took place on 27 May 2015 to Holloman AFB.^[76] After Tyndall AFB ceased operations, the 53d Weapons Evaluation Group at Holloman became the fleet of 22 QF-4s' last remaining operator. The base continued using them to fly manned test and unmanned live fire test support and Foreign Military Sales testing, with the final unmanned flight taking place in August 2016.^[77] The type was officially retired from US military service with a four–ship flight at Holloman during an event on 21 December 2016.^[78] The remaining QF-4s were to be demilitarized after 1 January 2017.^[79]

United States Navy[edit]

A U.S. Navy F-4B from VF-111 dropping bombs over Vietnam, 25 November 1971

On 30 December 1960, the VF-121 "Pacemakers" at NAS Miramar became the first Phantom operator with its F4H-1Fs (F-4As). The VF-74 "Be-devilers" at NAS Oceana became the first deployable Phantom squadron when it received its F4H-1s (F-4Bs) on 8 July 1961.^[80] The squadron completed carrier qualifications in October 1961 and Phantom's first full carrier deployment between August 1962 and March 1963 aboard Forrestal.^[81] The second deployable U.S. Atlantic Fleet squadron to receive F-4Bs was the VF-102 "Diamondbacks", who promptly took their new aircraft on the shakedown cruise of Enterprise.^[82] The first deployable U.S. Pacific Fleet squadron to receive the F-4B was the VF-114 "Aardvarks", which participated in the September 1962 cruise aboard USS Kitty Hawk.^[80]

By the time of the Tonkin Gulf incident, 13 of 31 deployable navy squadrons were armed with the type. F-4Bs from Constellation made the first Phantom combat sortie of the Vietnam War on 5 August 1964, flying bomber escort in Operation Pierce Arrow.^[83] Navy fighter pilots were unused to flying with a non-pilot RIO, but learned from air combat in Vietnam the benefits of the GiB "guy in back" or "voice in the luggage compartment" helping with the workload.^[19] The first Phantom air-to-air victory of the war took place on 9 April 1965 when an F-4B from VF-96 "Fighting Falcons" piloted by Lieutenant (junior grade) Terence M. Murphy and his RIO, Ensign Ronald Fegan, shot down a Chinese MiG-17 "Fresco". The Phantom was then shot down, probably by an AIM-7 Sparrow from one of its wingmen.^[21] There continues to be controversy over whether the Phantom was shot down by MiG guns or, as enemy reports later indicated, an AIM-7 Sparrow III from one of Murphy's and Fegan's wingmen.^[84] On 17 June 1965, an F-4B from VF-21 "Freelancers" piloted by Commander Louis Page and Lieutenant John C. Smith shot down the first North Vietnamese MiG of the war.^[85][86]

On 10 May 1972, Lieutenant Randy "Duke" Cunningham and Lieutenant (junior grade) William P. Driscoll flying an F-4J, call sign "Showtime 100", shot down three MiG-17s to become the first American flying aces of the war. Their fifth victory was believed at the time to be over a mysterious North Vietnamese ace, Colonel Nguyen Toon, now considered mythical. On the return flight, the Phantom was damaged by an enemy surface-to-air missile. To avoid being captured, Cunningham and Driscoll flew their burning aircraft using only the rudder and afterburner (the damage to the aircraft rendered conventional control nearly impossible), until they could eject over water.^[8]

During the war, U.S. Navy F-4 Phantom squadrons participated in 84 combat tours with F-4Bs, F-4Js, and F-4Ns. The Navy claimed 40 air-to-air victories at a cost of 73 Phantoms lost in combat (seven to enemy aircraft, 13 to SAMs, and 53 to AAA). An additional 54 Phantoms were lost in mishaps.^[87]

In 1984, all Navy F-4Ns were retired from Fleet service in deployable USN squadrons and by 1987 the last F-4Ss were retired from deployable USN squadrons. On 25 March 1986, an F-4S belonging to the VF-151 "Vigilantes," became the last active duty U.S. Navy Phantom to launch from an aircraft carrier, in this case, Midway. On 18 October 1986, an F-4S from the VF-202 "Superheats", a Naval Reserve fighter squadron, made the last-ever Phantom carrier landing while operating aboard America. In 1987, the last of the Naval Reserve-operated F-4S aircraft were replaced by F-14As. The last Phantoms in service with the Navy were QF-4N and QF-4S target drones operated by the Naval Air Warfare Center at NAS Point Mugu, California.^[21] These airframes were subsequently retired in 2004.^[88]

United States Marine Corps[edit]

The Marine Corps received its first F-4Bs in June 1962, with the "Black Knights" of VMFA-314 at Marine Corps Air Station El Toro, California becoming the first operational squadron. Marine Phantoms from VMFA-531 "Gray Ghosts" were assigned to Da Nang airbase on South Vietnam's northeast coast on 10 May 1965 and were initially assigned to provide air defense for the USMC. They soon began close air support missions (CAS) and VMFA-314 'Black Knights', VMFA-232 'Red Devils, VMFA-323 'Death Rattlers', and VMFA-542 'Bengals' soon arrived at the primitive airfield.^[89] Marine F-4 pilots claimed three enemy MiGs (two while on exchange duty with the USAF) at the cost of 75 aircraft lost in combat, mostly to ground fire, and four in accidents.

The VMCJ-1 Golden Hawks (later VMAQ-1 and VMAQ-4 which had the old RM tailcode) flew the first photo recon mission with an RF-4B variant on 3 November 1966 from Da Nang AB, South Vietnam and remained there until 1970 with no RF-4B losses and only one aircraft damaged by anti-aircraft artillery (AAA) fire.^[90]VMCJ-2 and VMCJ-3 (now VMAQ-3) provided aircraft for VMCJ-1 in Da Nang and VMFP-3 was formed in 1975 at MCAS El Toro, CA consolidating all USMC RF-4Bs in one unit that became known as "The Eyes of the Corps." VMFP-3 disestablished in August 1990 after the Advanced Tactical Airborne Reconnaissance System was introduced for the F/A-18D Hornet.^[24]

The F-4 continued to equip fighter-attack squadrons in both active and reserve Marine Corps units throughout the 1960s, 1970s and 1980s and into the early 1990s. In the early 1980s, these squadrons began to transition to the F/A-18 Hornet, starting with the same squadron that introduced the F-4 to the Marine Corps, VMFA-314 at MCAS El Toro, California. On 18 January 1992, the last Marine Corps Phantom, an F-4S in the Marine Corps Reserve, was retired by the "Cowboys" of VMFA-112 at NAS Dallas, Texas, after which the squadron was re-equipped with F/A-18 Hornets.^[91]

Aerial combat in the Vietnam War[edit]

The USAF and the US Navy had high expectations of the F-4 Phantom, assuming that the massive firepower, the best available on-board radar, the highest speed and acceleration properties, coupled with new tactics, would provide Phantoms with an advantage over the MiGs. However, in confrontations with the lighter MiG-21, F-4s did not always succeed and began to suffer losses.^[92] Over the course of the air war in Vietnam, between 3 April 1965 and 8 January 1973, each side would ultimately claim favorable kill ratios.^[93]

During the war, U.S. Navy F-4 Phantoms downed 40 air-to-air victories at a loss of seven Phantoms to enemy aircraft.^[87] USMC F-4 pilots claimed three enemy MiGs at the cost of one aircraft in air-combat. USAF F-4 Phantom crews scored 107½ MiG kills (including 33½ MiG-17s, eight MiG-19s and 66 MiG-21s) at a cost of 33 Phantoms in air-combat.^[64] F-4 pilots were credited with a total of 150½ MiG kills at a cost of 42 Phantoms in air-combat.

According to the VPAF, 103 F-4 Phantoms were shot down by MiG-21s at a cost of 54 MiG-21s downed by F-4s.^[94] During the war, the VPAF lost 131 MiGs in air combat (63 MiG-17s, eight MiG-19s and 60 MiG-21s) of which one half were by F-4s.^[95]

From 1966 to November 1968, in 46 air battles conducted over North Vietnam between F-4s and MiG-21s, VPAF claimed 27 F-4s were shot down by MiG-21s at a cost of 20 MiG-21s^[96] In 1970, one F-4 Phantom was shot down by MiG-21.^[97] The struggle culminated on 10 May 1972, with VPAF aircraft completing 64 sorties, resulting in 15 air battles. The VPAF claimed seven F-4s were shot down, while U.S. confirmed five F-4s were lost.^[97] The Phantoms, in turn, managed to destroy two MiG-21s, three MiG-17s, and one MiG-19.^[96] On 11 May, two MiG-21s, which played the role of "bait", brought the four F-4s to two MiG-21s circling at low altitude. The MiGs quickly engaged and shot down two F-4s. On 18 May, Vietnamese aircraft made 26 sorties in eight air engagements, which cost 4 F-4 Phantoms; Vietnamese fighters on that day did not suffer losses.^[96]

Non-U.S. users[edit]