McDonnell Douglas Phantom in UK service

The first British Phantom lands at the McDonnell plant in St Louis, Missouri in 1966

The United Kingdom operated the McDonnell Douglas F-4 Phantom II as one of its principal combat aircraft from the 1960s to the early 1990s. The UK was the first export customer for the Phantom, which was ordered in the context of political and economic difficulties around British designs for the roles that it eventually undertook. The Phantom was procured to serve in both the Fleet Air Arm and Royal Air Force in several roles including air defence, close air support, low-level strike and tactical reconnaissance.

Although assembled in the United States, the UK's Phantoms were a special batch built separately and containing a significant amount of British technology as a means of easing the pressure on the domestic aerospace industry in the wake of major project cancellations.[1] Two variants were initially built for the UK: the F-4K variant was designed from the outset as an air defence interceptor to be operated by the Fleet Air Arm from the Royal Navy's aircraft carriers; the F-4M version was procured for the RAF to serve in the tactical strike and reconnaissance roles. In the mid-1980s, a third Phantom variant was obtained when a quantity of second-hand F-4J aircraft were purchased to augment the UK's air defences following the Falklands War.

The Phantom entered service with both the Fleet Air Arm and the RAF in 1969. In the Royal Navy it had a secondary strike role in addition to its primary use for fleet air defence, while in the RAF it was soon replaced in the strike role by other aircraft designed specifically for strike and close air support. By the mid-1970s it had become the UK's principal interceptor, a role in which it continued until the late 1980s.

Background

Hawker Hunter
Hawker Hunter
de Havilland Sea Vixen
de Havilland Sea Vixen

In the late 1950s, the British Government began the process of replacing its early second-generation jet combat aircraft in service with the Royal Air Force (RAF) and Fleet Air Arm (FAA). At the time, the British aerospace industry was still a major source of equipment, and designs from several companies were in service. The 1957 Defence White Paper brought about a significant change in the working practices, the Government compelling major aerospace manufacturers to amalgamate into two large groups: British Aircraft Corporation (formed from the merger of English Electric, Vickers-Armstrongs, Bristol and Hunting) and Hawker Siddeley (formed from the merger of Hawker Siddeley Aviation, Folland, de Havilland and Blackburn).[2]

The intention was to rationalise the industry to cut costs, and the government offered incentives for amalgamation through promises of contracts for new aircraft orders for the armed forces. At the time, the RAF were looking to replace the English Electric Canberra light bomber in the long-range interdictor role, and the Hawker Hunter in the close air support role, while the Royal Navy sought an aircraft to assume the fleet air defence role from the de Havilland Sea Vixen. BAC, through its English Electric subsidiary, had begun developing a new high-performance strike aircraft, the TSR-2,[3] which was intended for long-range, low-level strike missions with conventional and tactical nuclear weapons, as well as tactical reconnaissance. Hawker Siddeley was also developing a new aircraft, based on its P.1127 V/STOL demonstrator. The P.1154 was proposed as a supersonic version that could be marketed to both the RAF and Royal Navy to fulfil a number of roles: close air support, air superiority and fleet air defence.[4]

Planforms for the single-seat RAF and two-seat RN variants of the P.1154

During the early 1960s, aircraft development became increasingly expensive, resulting in major projects often becoming mired in political and economic concerns. The development of TSR-2 saw increasing cost overruns, combined with the presence of a potentially cheaper alternative then under development in the United States, the F-111.[5] The P.1154 was subject to the ongoing inter-service rivalry between the Royal Navy and RAF, which led to two wildly differing specifications being submitted for the aircraft that were impossible to fulfill with a single airframe.[6]

A trio of British aircraft carriers in line astern in 1962; in spite of several receiving major upgrades, all of the Royal Navy's carriers were much smaller than those operated by the United States, which meant the Phantom had to undergo significant modifications to operate successfully from them.

In 1964, the Royal Navy withdrew from the P.1154 project, and moved to procure a new fleet air defence interceptor. It eventually selected the McDonnell Douglas F-4 Phantom II, then in service with the US Navy as its primary air defence aircraft, intended to be operated from both existing and planned aircraft carriers.[7] This better suited the Royal Navy, as the Phantom had two engines (providing redundancy in the event of an engine failure), was cheaper than the P.1154, and was immediately available.[8] The P.1154 was thus left as a wholly RAF project. Later the same year, a general election brought the Labour Party back into power. The new government undertook a defence review, which led to the 1966 Defence White Paper that cancelled several projects, including both the P.1154 and TSR-2. As a consequence, the government was forced to order new aircraft to replace the Canberra and Hunter for the RAF, and eventually chose two types. To replace the Canberra in the long-range role (which was intended for TSR-2), the F-111 was selected, with plans for a redesigned variant, while the roles undertaken by the Hunter (for which P.1154 was to be procured) would be undertaken by a further purchase of F-4 Phantoms. As the Phantom had been developed primarily for fleet air defence, the Royal Navy was happy with the choice of the aircraft as its Sea Vixen replacement, given that the type had been operational in that role with the US Navy since 1961, whilst US aircraft had successfully undertaken touch-and-go landings on both HMS Hermes and HMS Victorious.[9][10][11] The RAF was less enthusiastic, as the Phantom was primarily designed to operate in the air defence rather than the close air support role, and had been selected as its Hunter replacement more as a way of decreasing the per-unit cost of the overall UK order.[12][13]

Partly as a means of guaranteeing employment in the British aerospace industry, agreement was reached that major portions of the UK's Phantoms would be built domestically.[1] Hawker Siddeley Aviation at Brough Aerodrome was appointed "sister design firm" in January 1965, to be responsible for repair, maintenance, design and modification work on Phantoms for the RAF and RN.[14]

The F-4J variant, which was then the primary version in service with the US Navy, was taken as the basis for the UK aircraft, subject to major redesign. The most significant change was the substitution of the larger and more powerful Rolls-Royce Spey turbofan for the GE J79 turbojet to allow operations from the Royal Navy's carriers. Although several had received major upgrades, all of the UK carriers were smaller than the US carriers from which the J79-GE-8 and −10 powered Phantoms operated.[15] To accommodate the larger engines, BAC redesigned and built the entire rear fuselage section. The Westinghouse AN/AWG-10 radar carried by the F-4J was to be procured and built under licence by Ferranti as the AN/AWG-11 for FAA aircraft and AN/AWG-12 for those of the RAF.[8][16] The changes to the aircraft led to the two variants being given their own separate series letters, with the FAA version being designated as the F-4K and the RAF version as the F-4M.[17]

Initially, there was an intention to procure up to 400 aircraft for the Royal Navy and the RAF, but the development cost for the changes to accommodate the Spey turbofans meant that the per-unit price eventually ended up three times the price of an F-4J. Because the government then had a policy of negotiating fixed-price contracts, these costs could not be evened out by a large production run, which left the total order at 170.[18]

Variants

A pre-production F-4K of the A&AEE landing at RAF Fairford in 1983

Prototypes

The British Government ordered a total of four prototypes (two F-4K and two F-4M), together with a pair of pre-production F-4K aircraft. The first UK Phantom, a prototype F-4K (designated YF-4K), first flew on 27 June 1966 at the McDonnell Douglas plant in St. Louis. The second made its first flight on 30 August 1966. The two pre-production F-4K aircraft were constructed alongside the prototypes, and were initially used for fit check trials of the various systems to be fitted – the first was used for catapult/arrestor and deck landing trials, and the second was primarily for testing the radar and missile systems. All four were delivered to the UK from 1969 to 1970 for continued test work by both the Aeroplane and Armament Experimental Establishment and British Aerospace. One of the pre-production examples was subsequently delivered to the RAF for operational use, but was lost in 1978.[19] The first F-4M prototype (designated YF-4M) first flew on 17 February 1967, and was also used for fit checks before delivery to the UK.[20]

Operators

  • F-4K (pre-production)
    • Ministry of Defence (Procurement Executive)
    • Aeroplane and Armament Experimental Establishment
    • No. 111 Squadron
  • YF-4M
    • British Aerospace

F-4K Phantom FG.1

F-4K Phantom FG.1
A Royal Navy Phantom FG.1 of 892 NAS aboard HMS Ark Royal in 1972
Role Fleet air defence fighter
Air defence interceptor
National origin United States
Manufacturer McDonnell Douglas
First flight 27 June 1966
Introduction 30 April 1968 (FAA)
1 September 1969 (RAF)
Retired 27 November 1978 (FAA)
30 January 1990 (RAF)
Status Withdrawn
Primary user Royal Air Force
Fleet Air Arm
Produced 1966–69
Number built 48
Career
Serial XT595 – XT598[21]
XT857 – XT876[21]
XV565 – XV592[22]
XV604 – XV610 (cancelled)[22]

Royal Navy

In 1964, 140 new-build Phantoms were ordered for the Fleet Air Arm to serve as the Royal Navy's primary fleet air defence aircraft, with a secondary strike capability. These were procured to replace the Sea Vixen then in service in the role, with the intention that they operate from the decks of four brand new or modernised aircraft carriers.[23] At the time, the Royal Navy's carrier force consisted of five fleet or light fleet carriers of differing sizes and ages.[24] Of the five in service, only Eagle and Ark Royal, each displacing approximately 50,000 tons, were big enough to accommodate the Phantom in sufficient numbers,[lower-roman 1] so plans were put in place to rebuild the two ships to enable the operation of the aircraft.[lower-roman 2]

UK carrier fleet in the 1960s[29]
Ship Displacement Length Beam Number of aircraft Notes
Ark Royal 53,000 long tons (54,000 t) 803.5 ft (244.9 m) 171 ft (52 m) 50
Eagle 54,100 long tons (55,000 t) 811.5 ft (247.3 m) 171 ft (52 m) 45 Major reconstruction 1959-64
Victorious 35,500 long tons (36,100 t) 781 ft (238 m) 157 ft (48 m) 36 Major reconstruction 1950-58 to allow operation of modern aircraft
Hermes 28,700 long tons (29,200 t) 744 ft (227 m) 144.5 ft (44.0 m) 28
Centaur 27,000 long tons (27,000 t) 737 ft (225 m) 123 ft (37 m) 26 Used primarily during absence of other ships due to reconstruction
Comparison of Sea Vixen FAW.2[30] and Phantom FG.1[31]
Length Wingspan Height Max. take-off weight Engines Thrust
Sea Vixen 53 ft 6.5 in (16.320 m) 50 ft 0 in (15.24 m) 10 ft 9 in (3.28 m) 46,750 lb (21,210 kg) 2 x Rolls-Royce Avon Mk.208 11,000 lbf (49 kN)(each engine)
Phantom 57 ft 7 in (17.55 m) 38 ft 4 in (11.68 m) 16 ft 1 in (4.90 m) 56,000 lb (25,000 kg) 2 x Rolls-Royce Spey Mk.203 12,140 lbf (54.0 kN) (dry thrust)
20,515 lbf (91.26 kN) (with afterburner)

F-4B Phantom of the US Navy performs a touch-and-go landing aboard HMS Hermes in 1963. The small size of this ship, and of the other smaller carriers in the Royal Navy's fleet, meant that only Eagle and Ark Royal were of sufficient size to operate the Phantom successfully
A Phantom lines up on the waist catapult of HMS Ark Royal during her post-refit work up in May 1970; the UK was the only country outside the United States to operate the Phantom at sea

At the same time, two new aircraft carriers were planned. The requirements for the intended force of four carriers meant that five squadrons of Phantoms would be needed.[18] However, in its 1966 Defence White Paper, the Government decided to cancel the two new carriers, which led to reductions in the total order for the Royal Navy's Phantoms. Initially 143 were ordered, which was cut to 110, and finally just 50, with options for another seven.[32] The intention was to form a pair of front-line squadrons, each of twelve aircraft, that would operate from the two remaining, heavily modernised fleet carriers. The rest of the aircraft would be a reserve and for training.[8][23]

The Royal Navy received its first F-4K Phantoms, which carried the British designation FG.1, in April 1968.[8] These were assigned to 700P Naval Air Squadron (NAS), which was to serve as the Intensive Flying Trials Unit. Upon completion of the successful flight trials, 767 Naval Air Squadron was commissioned in January 1969 as the FAA's training squadron. This was followed at the end of March 1969 by 892 Naval Air Squadron, which was commissioned as the Royal Navy's first operational Phantom unit, intended to embark in Ark Royal once her three-year refit had completed in 1970.[33]

At the same time as the Fleet Air Arm was receiving its first aircraft, the Aeroplane and Armament Experimental Establishment had three FG.1s delivered to its 'C' Squadron for flight deck trials aboard Eagle. Two sets of trials were successfully carried out in March and June 1969; the first comprised approaches and touch and go landings,[34] while the second set of trials involved full catapult launch and arrested recovery.[35] As a result of the reheat from the Spey turbofans, the ship's jet blast deflectors (JBD) were not used; instead a steel plate was fixed to the deck to absorb the heat of the engines building to launch, and fire hoses were used after each launch to prevent them melting.[36]

A Phantom of 892 NAS builds up power to launch from Independence in 1975 during Operation Ocean Safari; the fierce heat from the Spey's afterburners required the installation of special water-cooled jet blast deflectors aboard Ark Royal to avoid extensive damage to the flight deck

Ark Royal had entered refit to accommodate the Phantom in 1967; this involved a major reconstruction, including several elements to allow the ship to operate the aircraft – the flight deck was increased in area and fully angled to 8½°, the arresting gear was replaced with a new water-spray system[37] to accommodate the Phantom's higher weight and landing speed, and bridle catchers[lower-roman 3] and water-cooled JBDs[lower-roman 4] were fitted to the catapults.[38] Once this work was complete, Eagle was scheduled to undergo a similar modernization. In 1969, the planned refit of Eagle was cancelled, and the options for seven additional FG.1s was not taken up.[32][36] As a consequence, it was decided to further reduce the FAA's Phantom fleet to just 28 aircraft. The remaining 20 aircraft were then allocated to the Royal Air Force.[8]

In 1970, Ark Royal embarked 892 NAS as part of her air group for the first time, with a total of 12 aircraft. The first operational use of the Royal Navy's Phantoms had come in 1969, when 892 NAS had embarked for training with the US aircraft carrier USS Saratoga in the Mediterranean, and had undertaken air defence missions alongside the ship's own F-4Js.[39] This deployment showed the necessity for the modifications fitted to Ark Royal, as the heat from the afterburners of the Spey, combined with the increased angle of attack resulting from the extendable nosewheel, during the initial launches from Saratoga caused the deck plates to distort, leading to subsequent catapult launches being undertaken at reduced weight without the use of re-heat.[27] During Ark Royal's first three-year commission, 892 NAS, which had initially used RNAS Yeovilton in Somerset as its home base, moved to RAF Leuchars in Fife where, during the periods when it was not embarked, it undertook Quick Reaction Alert (QRA) duties alongside the RAF's 43 Squadron. The Phantom served in the Fleet Air Arm until 1978, when Ark Royal was finally withdrawn from service, leaving no ship in the Royal Navy capable of operating the type. The final catapult launch from Ark Royal was a Phantom of 892 NAS on 27 November 1978 during the disembarkation of the air group following the ship's final deployment; the squadron's aircraft were delivered to RAF St Athan in Wales, where they were handed over to the RAF.[40] During the type's service with the Royal Navy, 10 of the total FAA fleet of 28 were lost in crashes.[41]

Royal Air Force

Lightning F.6
Phantom FG.1
The Phantom had significant advantages over the Lightning as an interceptor in terms of range, avionics and weapons fit

Following the cancellation of the planned refit of HMS Eagle to allow her to operate the Phantom, a total of 20 airframes that had originally been ordered for the Fleet Air Arm were diverted to the Royal Air Force to serve in the air defence role.[42] At the time, the RAF's primary interceptor was the English Electric Lightning, which suffered badly both in terms of range, loiter time and weapons fit, all of which hampered its effectiveness, especially in long interceptions of Soviet Air Forces and Soviet Naval Aviation bombers and reconnaissance aircraft over the North Sea and North Atlantic. So a new Phantom squadron was formed at RAF Leuchars,[43] the UK's most northerly air defence base at the time, to take advantage of the improvements that the Phantom provided over the Lightning – it could carry more fuel, and could thus fly further for longer; it was fitted with a more powerful radar; and it could carry more missiles (up to 8, compared to 2 for the Lightning). On 1 September 1969, 43 Squadron was formed at Leuchars, operating as part of the UK's northern QRA zone alongside the Lightnings of 11 Squadron and 23 Squadron until, in 1972, 11 Squadron was redeployed to join 5 Squadron at RAF Binbrook and was replaced by the Royal Navy Phantoms of 892 Naval Air Squadron.[44]

Comparison of Lightning F.6 and Phantom FG.1
Aircraft Powerplant Speed (at 40,000 ft) Ceiling Range Fuel capacity Armament Avionics
Combat Maximum
Lightning 2 x Rolls-Royce Avon 301 turbojets 1,500 mph 60,000 ft 800 m 1,250 m 3,200 litres (internal)
2,430 litres (ventral tank)
2,400 litres (2 x external overwing tanks)		 2 x Firestreak or Red Top AAMs
2 x 30mm ADEN cannon		 Ferranti AI.23 X-band monopulse radar [45]
Phantom 2 x Rolls-Royce Spey 203 turbofans 1,386 mph 57,200 ft 1,000 m 1,750 m 7,550 litres (internal)
7,600 litres (external tanks)		 4 x AIM-7 Sparrow or Skyflash AAMs
4 x AIM-9 Sidewinder AAMs
20mm M61 Vulcan cannon		 Ferranti AN/AWG-11 X-band multi-mode radar [8]

Upon the withdrawal of HMS Ark Royal in 1978, the Phantoms of the Fleet Air Arm were turned over to the RAF and used to form a second squadron at Leuchars. At the time, 111 Squadron was stationed there operating the FGR.2 version of the Phantom, having been there since 1975.[46] In 1979, to save costs resulting from the differences between the FG.1 and FGR.2, the squadron converted to the ex-Navy aircraft and the FGR.2 airframes were distributed to other Phantom units. Both 43 and 111 Squadrons retained the FG.1 until 1989, when they converted to the new Tornado F.3. Following the standing down of the two operational squadrons and the final withdrawal of the type from service, the bulk of the RAF's FG.1 Phantoms were scrapped.[47][48][49] The RAF lost eight of their FG.1s in crashes throughout the type's twenty year service.[41]

Operators

  •  United Kingdom
    • Aeroplane and Armament Experimental Establishment
  •  Royal Navy
    • 700P Naval Air Squadron
    • 767 Naval Air Squadron
    • 892 Naval Air Squadron
  •  Royal Air Force
    • No. 43 Squadron
    • No. 64 (R) Squadron
    • No. 111 Squadron

F-4M Phantom FGR.2

F-4M Phantom FGR.2
A Royal Air Force Phantom FGR.2 of 23 Squadron at RAF Finningley in 1977
Role Air defence interceptor
Low level strike
Close air support
National origin United States
Manufacturer McDonnell Douglas
First flight 17 February 1967
Introduction 23 August 1968
Retired 1 November 1992
Status Withdrawn
Primary user Royal Air Force
Produced 1966–69
Number built 118
Career
Serial XT852 – XT853[21]
XT891 – XT914[21]
XV393 – XV442[22]
XV460 – XV501[22]
XV520 – XV551 (cancelled)[22]

Close air support

Following the cancellation of both the TSR-2 and P.1154 programmes, the RAF were still left with a requirement to replace both the Canberra and Hunter in the long-range strike, close air support and reconnaissance roles. This resulted in the procurement of two aircraft, the General Dynamics F-111K, intended for the long-range interdiction roles carried out by the Canberra, and the F-4M Phantom, which would be used in the close air support role undertaken by the Hunter. The F-111K was cancelled within a year of being ordered, but the order for 150 Phantoms went ahead alongside the Phantom order for the Royal Navy; the final 32 units of the RAF order were eventually cancelled.[50] The RAF Phantom, given the designation FGR.2, was broadly similar to the naval version, with some minor variations in terms of engines, avionics and structure, which related to its use as a land-based, rather than carrier-based aircraft.[8]

The first RAF Phantom unit was 228 Operational Conversion Unit, which was stood up in August 1968. The Phantom entered operational service in May 1969, when 6 Squadron was formed at RAF Coningsby in the tactical strike role. 54 Squadron was formed in September the same year, followed by 41 Squadron in 1972 as a tactical reconnaissance unit. A further four squadrons were formed under RAF Germany in 1970 and 1971: 2, 14, 17 and 31 Squadrons, all at RAF Brüggen.[8] Along with their conventional strike role, 14, 17 and 31 Squadrons were assigned a tactical nuclear strike role under SACEUR, using weapons supplied by the United States.[51][52] After initial work-up, 2 Squadron moved to and operated from RAF Laarbruch in the tactical reconnaissance role. The aircraft assigned to the two tactical reconnaissance units were fitted with a pod containing four optical cameras, an infrared linescan and a sideways looking radar.[8][53]

During the 1970s, UK and France were developing a new aircraft which could fill the RAF tactical strike and reconnaissance missions: the SEPECAT Jaguar was introduced into service in 1974, and led to a re-think of the Phantom's role as, at the same time, the limitations of the Lightning as an interceptor were becoming more apparent. The conversion of the RAF's FGR.2 squadrons to operate the Jaguar, combined with its use of the Blackburn Buccaneer, meant that it was possible to begin transferring Phantoms to operate purely as interceptors in the air defence role.[8]

Air defence

In October 1974, 111 Squadron converted from the Lightning to the Phantom FGR.2, becoming the first unit to operate the type in the air defence role (notwithstanding 43 Squadron, which had used the FG.1 version since 1969). As more Jaguars were delivered, more Phantoms were released enabling existing Lightning squadrons to be converted;[54] 19 Squadron and 92 Squadron, the forward deployed air defence units in Germany, converted in 1976 and 1977 respectively, at the same time moving from RAF Gütersloh, which was the closest RAF base to the East German border, to RAF Wildenrath, taking advantage of the Phantom's superior range over the Lightning.[18] Three further UK based squadrons, 23, 29 and 56, were also converted between 1974 and 1976.[18] 111 Squadron, which had been the first unit to use the FGR.2 as an interceptor, converted to the FG.1 version in 1979 following the transfer of the Royal Navy's remaining airframes to the RAF.[8] The Phantom subsequently served as the RAF's primary interceptor for over a decade until the introduction into service of the Panavia Tornado F.3 in 1987.[55][56][57]

Phantom in grey-green camouflage
Phantom in air superiority grey
Initially delivered to air defence units in green-grey camouflage, the RAF later adopted a pale grey colour scheme for its Phantoms

When Phantoms were first delivered to interceptor squadrons, they remained in the grey-green camouflage colour scheme more associated with the strike and close air support missions they had undertaken. During the late 1970s, the RAF began experimenting with new colours for its air defence units, with 56 Squadron tasked with trialling proposed new schemes. In October 1978, a Phantom FGR.2 of 56 Squadron became the first to be painted in the new air superiority grey colour, combined with small, low visibility roundels and markings. However, although the roundel remained in low visibility colours, individual squadron markings eventually returned to more observable sizes and colours.[58]

In May 1982, three Phantoms from 29 Squadron were forward deployed to RAF Wideawake on Ascension Island to provide air cover for the RAF's operations during the Falklands War, replacing Harriers of 1 Squadron, which were transiting to the war zone.[59] In August 1982, following the end of the conflict and the reconstruction of the runway, 29 Squadron detached a number of its aircraft to RAF Stanley to provide air defence for the Falkland Islands.[60] Late the following year, 23 Squadron took up the role, remaining stationed there until October 1988, when they were replaced by 1435 Flight. To make up for the loss of an entire squadron from the UK Air Defence Region, the RAF procured 15 second-hand F-4J Phantoms that had previously been used by the US Navy. These aircraft were operated by 74 Squadron from 1984 until 1991, when they were replaced by FGR.2 Phantoms that had been released by other squadrons following their conversion to the Tornado.[61] Initially, it was intended that Phantoms and Tornados serve alongside each other. A total of 152 Tornado F.3s were ordered for the RAF, enough to convert four squadrons of Phantoms and two of Lightnings, but insufficient to completely convert every air defence squadron. Both 23 and 29 Squadrons converted from the Phantom FGR.2 to the Tornado between 1987 and 1988, alongside the conversion of the final two remaining Lightning squadrons. The intention was to retain a pair of UK based Phantom squadrons at RAF Wattisham, alongside a pair of Tornado units at RAF Coningsby to provide air defence cover for the southern half of the UK Air Defence Region.[62] Another two squadrons stationed in Germany would also be retained.[63][64] The end of the Cold War however led to a more rapid withdrawal of Phantom units than had originally been planned; under the Options for Change defence review the Phantom was to be withdrawn from service, with the two Germany based units disbanded as part of the gradual run down of the RAF's presence, and a reduction in the number of air defence squadrons leading to the two UK based units being disbanded in late 1992.[65] However, just prior to the final withdrawal of the Phantom, it was recalled operationally as a result of Operation Granby, the UK's participation in the First Gulf War, when a total of six aircraft from 19 and 92 Squadrons were forward deployed to provide air defence cover at RAF Akrotiri; this was to replace the Tornados that had been originally deployed there on exercise, and were subsequently sent to the Gulf region.[66] Following their final withdrawal from service, with a few exceptions, the bulk of the RAF's FGR.2 fleet was scrapped.[48][49] Over its service life, 37 FGR.2s were lost to crashes.[41]

Operators

F-4J(UK) Phantom F.3

F-4J(UK) Phantom F.3
A Royal Air Force Phantom F.3 of 74 Squadron in 1984
Role Air defence interceptor
National origin United States
Manufacturer McDonnell Douglas
First flight 10 August 1984
Introduction 19 October 1984
Retired 31 January 1991
Status Withdrawn
Primary user Royal Air Force
Produced 1984
Number built 15
Career
Serial ZE350 – ZE364[67]

After the Falklands War, the UK government began upgrading the defences of the Falkland Islands to guard against any further aggression from Argentina. One of the measures taken was the deployment of an interceptor squadron to the islands, with 23 Squadron forming at RAF Stanley in October 1983.[68] At the time, the air defence variant of the Panavia Tornado was still in development, meaning that the Phantom was the UK's primary air defence aircraft (supported by two remaining squadrons of Lightnings). The removal of a squadron of Phantoms to the Falkland Islands left a gap in the UK's air defences and nothing immediately available to fill it, given that the Tornado was still some years from service. As a result, the UK government decided to purchase another squadron of Phantoms. Because the aircraft in RAF service were a special production batch built to UK specifications, it would not be possible to obtain identical aircraft, so 15 second-hand airframes were procured from among the best of the ex-US Navy F-4Js stored at the Aerospace Maintenance and Regeneration Center at Davis–Monthan Air Force Base in Arizona and the Naval Air Rework Facility at NAS North Island.[69][70] The F-4J was chosen because it was the variant from which the RAF's F-4Ks and F-4Ms were developed, and was thus the closest available to the British aircraft. The 15 that were selected were extensively refurbished and brought to a standard almost equivalent to the F-4S, which was the last variant in service with the US Navy, the only differences being the absence of leading-edge slats and a helmet gun sight.[71]

The major difference between the F-4J and the British Phantoms was the absence of the Rolls-Royce Spey turbofan, the former being fitted with the GE J79-10B. This produced less power than the British engine, but had a faster afterburner light up, giving it better performance at high altitude, at the expense of slightly poorer acceleration at low level. The high-altitude performance was helped by the reduced drag from its smaller air intakes.[71] Initially delivered capable of carrying the AIM-7 Sparrow and AIM-9 Sidewinder air-to-air missiles (AAM), they were soon made compatible with the Skyflash and SUU-23A gun pod, bringing them into line with the rest of the RAF's Phantoms.[71] Despite modifications to allow them to operate with the rest of the fleet, the F-4Js retained the vast bulk of the equipment they were originally fitted with, even requiring their crews to use American flying helmets.[18]

Although the new Phantoms were assigned a British designation as the F.3,[72][73] they were generally referred to as the F-4J(UK).[8] They were assigned to 74 Squadron at RAF Wattisham, which stood up in October 1984, two months after the first flight. The aircraft remained in service through the transition to the Tornado, which began entering service in 1987. In 1990, thanks to the conversion of F-4M squadrons to the Tornado, the RAF were able to transfer the best of its remaining FGR.2s to 74 Squadron, which meant that the F.3 was able to be withdrawn in January 1991.[61] With a couple of exceptions, all of the RAF's F-4Js were broken up for scrap.[48][49] One of the 15 airframes was lost in a crash in 1987, killing both crew members.[41]

Operators

Variations

FG.1 and FGR.2

The Phantom FG.1 and FGR.2 as built were similar, being fitted with broadly the same engines and avionics, although there were minor differences. The FGR.2 was fitted with the Mark 202 version of the Rolls-Royce Spey turbofan, while the FG.1 had the Mark 203; this was fundamentally the same, but the 203 had a modified control system for the afterburner, allowing it to light faster and enable power to be applied quickly in the event of a bolter on the small decks of the Royal Navy's aircraft carriers.[74] Both variants were fitted with a licence built version of the Westinghouse AN/AWG-10 avionics package; the FG.1 was fitted with the AN/AWG-11, which differed primarily in having a nose radome that was hinged and able to fold backwards against the aircraft's fuselage to allow for storage in the hangar of an aircraft carrier; the system was designed to be integrated with both the AGM-12 Bullpup missile and WE.177 as required.[16] The AN/AWG-12 fitted to the FGR.2 was not foldable, and featured a better ground mapping mode, to take into account the strike role for which the type was originally procured; allied to this was a Ferranti inertial navigation/attack system (removed when the type converted to the air defence role).[18] It was also configured to be able to control the SUU-23A gun pod, which the Royal Navy's FG.1s lacked.[16][75][76]

British Phantoms and other Phantoms

An F-4K of 892 Naval Air Squadron lines up alongside an F-4J of VF-101 Grim Reapers aboard USS Independence in 1975. This shows the extended nosewheel oleo of the British aircraft, fitted to increase the take-off attitude for operation on the Royal Navy's carriers.

Although there were minor differences between the two types of Phantom built for the UK, there were many significant ones between the British Phantoms and those built for the United States. The most obvious was the substitution of the Rolls-Royce Spey turbofan for the General Electric J79 turbojet. The Spey was shorter but wider than the J79, which meant that the British Phantoms' intakes had to be redesigned for a higher airflow, making them 20% larger (with a consequent increase in drag), while the fuselage was widened by 152 mm (6.0 in). The position of the afterburner also meant that the rear of the fuselage had to be made deeper.[77] Auxiliary intake doors were fitted on the rear fuselage.[8]

Performance estimates of the Spey-engined Phantom contrary to its American equivalent indicated that the former had a 30% shorter take-off distance, 20% faster climb to altitude, higher top speed and longer range.[77] The Spey was more efficient at lower altitudes, and had better acceleration at low speed, giving British Phantoms better range and acceleration, which was shown during the deployment of 892 NAS to the Mediterranean aboard USS Saratoga in 1969, when the F-4K was repeatedly quicker off the deck than the F-4J used by the Americans.[78] It was less efficient at higher altitudes, the British Phantoms lacking speed compared to J79-powered versions owing to the increased drag of the re-designed fuselage.[16][77] This discrepancy became apparent when the F-4J was obtained by the UK in 1984; it was regarded as being the best of the three variants to serve in the RAF.[70][79]

The small size of the aircraft carriers Eagle and Ark Royal, from which the Royal Navy's Phantoms were intended to operate, compared to the US Navy carriers of the period, meant that the F-4K version required significant structural changes compared to the F-4J, from which it was descended, and which performed a similar role. As well as the folding nose radome to allow for storage in the smaller hangars of the British ships, it had to have a significantly strengthened undercarriage to account for the higher landing weight (British policy was to bring back unused ordnance). It had a telescopic nosewheel oleo that extended by 40 inches (100 cm) to provide an increased take-off attitude (the extension of the nosewheel put the Phantom at a 9° attitude[80]) due to the shorter and less powerful catapults. It was also fitted with drooping ailerons, enlarged leading edge flaps and a slotted tailplane, and increased flap and leading edge blowing, all to improve the lift and handling characteristics of operation from the much smaller carriers of the Royal Navy.[39]

Comparison of HMS Ark Royal with a contemporary US Navy aircraft carrier, USS Independence
Scale comparison of HMS Ark Royal and USS Independence
Ship Displacement Length Beam Power Range Speed Aircraft catapult[81] Complement Total aircraft
Bow Waist
Ark Royal 53,900 tons full load 804 ft (245 m) 171 ft (52 m) 152,000 shp (113,000 kW) 7,000 nautical miles (13,000 km) at 14 knots (26 km/h) 31.5 knots (58.3 km/h) 1 x 220 ft (67 m) BS5 1 x 268 ft (82 m) BS5A 2,640 inc. air staff 38
30,000 ft⋅lbf (41,000 J) each
Independence 81,900 tons full load 1,070 ft (326.1 m) 270 ft (82.3 m) 280,000 shp (210,000 kW) 8,000 nautical miles (15,000 km) at 20 knots (37 km/h) 33 knots (61 km/h) 2 x 276 ft (84 m) C-7 2 x 276 ft (84 m) C-7 5,100 inc. air staff approx. 80
42,000 ft⋅lbf (57,000 J) each

As the Phantom continued in service, other changes were made, most notably the Marconi ARI.18228 Radar Warning Receiver (RWR) fitted on top of the vertical stabiliser, exclusively on British models.[82] The RWR was fitted in the mid-1970s to the FG.1 and FGR.2 Phantoms, but not to the F.3. From 1978, the Skyflash AAM, derived from the AIM-7 Sparrow, began to be delivered to RAF Phantom units, and was used concurrently with the Sparrow; all three UK Phantom variants were eventually fitted to operate the Skyflash.[75]

List of aircraft

The first batch of Phantoms produced for the UK received serials in the XT range, with a total of 44 production models (20 FG.1s and 24 FGR.2s), as well as the four prototypes and two pre-production models being given XT serial numbers.[21] The bulk of the UK's specially built Phantoms were delivered with XV serials (94 FGR.2s and 28 FG.1s), while the two cancelled sets of airframes (32 FGR.2 and 7 FG.1) also received XV numbers.[22] The second-hand examples (15 F.3) obtained in 1984 received serials in the ZE range.[67]

Complete list of UK F-4 Phantoms[48]
Phantom FGR.2 XV424 at the RAF Museum, Hendon
Key: Scrapped Crashed Preserved Section
preserved		 Stored Cancelled
Aircraft serial Variant First UK operator Final UK operator Fate Notes
XT595 YF-4K Ministry of Defence (Procurement Executive) Scrapped
XT596 YF-4K Rolls-Royce British Aerospace Preserved (Yeovilton) Oldest preserved UK Phantom[83]
XT597 F-4K Ministry of Defence (Procurement Executive) Aeroplane and Armament Experimental Establishment Preserved (Bentwaters) Final UK Phantom to fly[84]
XT598 F-4K Ministry of Defence (Procurement Executive) No. 111 Squadron Crashed, 23 Nov 1978 Pre-production aircraft that was uprated to full production status and delivered for operations[85]
XT852 YF-4M British Aerospace Scrapped
XT853 YF-4M British Aerospace Scrapped
XT857 F-4K Royal Aircraft Establishment No. 111 Squadron Scrapped Undertook deck trials on HMS Eagle[86]
XT858 F-4K 700P Naval Air Squadron British Aerospace Scrapped Took part in Daily Mail Trans-Atlantic Air Race[87]
XT859 F-4K 700P Naval Air Squadron No. 111 Squadron Scrapped
XT860 F-4K 700P Naval Air Squadron No. 43 Squadron Crashed, 20 Apr 1988
XT861 F-4K 700P Naval Air Squadron No. 43 Squadron Crashed, 7 Sep 1987
XT862 F-4K 700P Naval Air Squadron 767 Naval Air Squadron Crashed, 19 May 1971
XT863 F-4K 700P Naval Air Squadron No. 43 Squadron Scrapped Nose section preserved (Cowes)
XT864 F-4K 700P Naval Air Squadron No. 111 Squadron Preserved (Lisburn)
XT865 F-4K Aeroplane and Armament Experimental Establishment No. 111 Squadron Scrapped Undertook deck trials on HMS Eagle[86]
XT866 F-4K 767 Naval Air Squadron No. 43 Squadron Crashed 9 Jul 1981
XT867 F-4K 767 Naval Air Squadron No. 111 Squadron Scrapped
XT868 F-4K 767 Naval Air Squadron 892 Naval Air Squadron Crashed, 12 May 1978 Final Fleet Air Arm loss[41]
XT869 F-4K 700P Naval Air Squadron 892 Naval Air Squadron Crashed, 15 Oct 1973
XT870 F-4K 892 Naval Air Squadron No. 111 Squadron Scrapped Final aircraft launched from HMS Ark Royal[88]
XT871 F-4K 892 Naval Air Squadron Crashed 17 Jul 1973
XT872 F-4K Aeroplane and Armament Experimental Establishment No. 111 Squadron Scrapped
XT873 F-4K 767 Naval Air Squadron No. 111 Squadron Scrapped
XT874 F-4K No. 43 Squadron No. 111 Squadron Scrapped Oldest F-4K not to serve in the Fleet Air Arm[89]
XT875 F-4K 767 Naval Air Squadron No. 111 Squadron Scrapped
XT876 F-4K 767 Naval Air Squadron Crashed 10 Jan 1972
XT891 F-4M No. 228 OCU No. 74 Squadron Preserved (Coningsby) Gate guardian
XT892 F-4M No. 6 Squadron No. 74 Squadron Scrapped
XT893 F-4M No. 228 OCU No. 56 Squadron Crashed, 24 Apr 1989
XT894 F-4M No. 228 OCU No. 56 Squadron Scrapped
XT895 F-4M No. 228 OCU No. 74 Squadron Scrapped
XT896 F-4M No. 228 OCU No. 74 Squadron Scrapped
XT897 F-4M No. 228 OCU No. 74 Squadron Scrapped
XT898 F-4M Aeroplane and Armament Experimental Establishment No. 228 OCU Scrapped
XT899 F-4M No. 228 OCU No. 19 Squadron Preserved (Kbely)
XT900 F-4M No. 228 OCU No. 228 OCU Scrapped
XT901 F-4M No. 228 OCU No. 74 Squadron Scrapped
XT902 F-4M No. 54 Squadron No. 19 Squadron Scrapped
XT903 F-4M No. 228 OCU No. 56 Squadron Scrapped Nose section preserved (Cosford)
XT904 F-4M No. 228 OCU Crashed, 15 Oct 1971
XT905 F-4M No. 54 Squadron No. 74 Squadron Stored (Bentwaters)
XT906 F-4M No. 31 Squadron No. 56 Squadron Scrapped
XT907 F-4M No. 228 OCU No. 74 Squadron Stored (Bentwaters)
XT908 F-4M No. 6 Squadron No. 228 OCU Crashed, 9 Jan 1989
XT909 F-4M No. 228 OCU No. 56 Squadron Scrapped
XT910 F-4M No. 228 OCU No. 74 Squadron Scrapped
XT911 F-4M No. 6 Squadron No. 92 Squadron Scrapped
XT912 F-4M No. 14 Squadron No. 228 OCU Crashed, 14 Apr 1982
XT913 F-4M No. 228 OCU Crashed, 14 Feb 1972
XT914 F-4M No. 228 OCU No. 74 Squadron Preserved (Wattisham)
XV393 F-4M No. 228 OCU No. 74 Squadron Scrapped
XV394 F-4M No. 228 OCU No. 92 Squadron Scrapped
XV395 F-4M No. 228 OCU No. 228 OCU Crashed, 9 Jul 1969 First UK Phantom loss[41]
XV396 F-4M No. 228 OCU No. 56 Squadron Scrapped
XV397 F-4M No. 31 Squadron No. 17 Squadron Crashed, 1 Jun 1973
XV398 F-4M No. 228 OCU No. 74 Squadron Scrapped
XV399 F-4M No. 228 OCU No. 56 Squadron Scrapped Nose section preserved (Vik)
XV400 F-4M No. 6 Squadron No. 56 Squadron Scrapped
XV401 F-4M No. 228 OCU No. 74 Squadron Preserved (Bentwaters)
XV402 F-4M No. 31 Squadron No. 56 Squadron Scrapped Nose section preserved
XV403 F-4M No. 6 Squadron No. 111 Squadron Crashed 4 Aug 1978
XV404 F-4M No. 228 OCU No. 19 Squadron Scrapped
XV405 F-4M No. 228 OCU Crashed, 24 Nov 1975
XV406 F-4M Ministry of Defence No. 228 OCU Preserved (Carlisle)
XV407 F-4M No. 228 OCU No. 19 Squadron Scrapped
XV408 F-4M No. 6 Squadron No. 92 Squadron Preserved (Tangmere)
XV409 F-4M No. 228 OCU No. 1435 Flight Scrapped Nose section preserved (Stanley)
XV410 F-4M Aeroplane and Armament Experimental Establishment No. 56 Squadron Scrapped
XV411 F-4M No. 14 Squadron No. 19 Squadron Stored (Manston) Used for firefighting training
XV412 F-4M No. 54 Squadron No. 92 Squadron Scrapped
XV413 F-4M No. 6 Squadron No. 29 Squadron Crashed, 12 Nov 1980
XV414 F-4M No. 54 Squadron No. 23 Squadron Crashed, 9 Dec 1980
XV415 F-4M No. 54 Squadron No. 56 Squadron Preserved (Boulmer) Gate guardian
XV416 F-4M No. 54 Squadron No. 111 Squadron Crashed, 3 Mar 1975
XV417 F-4M No. 14 Squadron No. 92 Squadron Crashed 23 Jul 1976
XV418 F-4M No. 6 Squadron No. 92 Squadron Crashed, 11 Jul 1980
XV419 F-4M No. 228 OCU No. 228 OCU Scrapped
XV420 F-4M No. 54 Squadron No. 56 Squadron Scrapped
XV421 F-4M No. 14 Squadron No. 1435 Flight Crashed, 30 Oct 1991 Final UK Phantom loss[41]
XV422 F-4M No. 6 Squadron No. 56 Squadron Scrapped Involved in 1982 Jaguar shoot-down incident[90]
XV423 F-4M No. 228 OCU No. 74 Squadron Scrapped
XV424 F-4M No. 6 Squadron No. 56 Squadron Preserved (Hendon)
XV425 F-4M No. 6 Squadron No. 228 OCU Scrapped
XV426 F-4M No. 31 Squadron No. 56 Squadron Scrapped Nose section preserved (Norwich)
XV427 F-4M No. 31 Squadron No. 17 Squadron Crashed, 22 Aug 1973
XV428 F-4M No. 228 OCU No. 228 OCU Crashed, 23 Sep 1988
XV429 F-4M No. 228 OCU No. 56 Squadron Scrapped
XV430 F-4M No. 2 Squadron No. 92 Squadron Scrapped
XV431 F-4M No. 31 Squadron Crashed, 11 Oct 1974
XV432 F-4M No. 6 Squadron No. 56 Squadron Scrapped
XV433 F-4M No. 31 Squadron No. 74 Squadron Scrapped
XV434 F-4M No. 31 Squadron No. 29 Squadron Crashed, 7 Jan 1986
XV435 F-4M No. 14 Squadron No. 92 Squadron Scrapped
XV436 F-4M No. 228 OCU No. 29 Squadron Crashed, 5 Mar 1980
XV437 F-4M No. 54 Squadron No. 92 Squadron Crashed, 18 Oct 1988
XV438 F-4M No. 6 Squadron No. 56 Squadron Scrapped
XV439 F-4M No. 14 Squadron No. 92 Squadron Scrapped
XV440 F-4M No. 31 Squadron Crashed, 25 Jun 1973
XV441 F-4M No. 2 Squadron No. 14 Squadron Crashed, 21 Nov 1974
XV442 F-4M No. 6 Squadron No. 1435 Flight Scrapped
XV460 F-4M No. 14 Squadron No. 74 Squadron Scrapped Nose section preserved (Bentwaters)
XV461 F-4M No. 54 Squadron No. 1435 Flight Scrapped
XV462 F-4M No. 17 Squadron No. 19 Squadron Crashed, 8 Jan 1991
XV463 F-4M No. 14 Squadron No. 41 Squadron Crashed, 17 Dec 1975
XV464 F-4M No. 14 Squadron No. 92 Squadron Scrapped
XV465 F-4M No. 54 Squadron No. 74 Squadron Scrapped
XV466 F-4M No. 228 OCU No. 1435 Flight Scrapped
XV467 F-4M No. 2 Squadron No. 92 Squadron Scrapped
XV468 F-4M No. 17 Squadron No. 56 Squadron Scrapped
XV469 F-4M No. 17 Squadron No. 74 Squadron Scrapped
XV470 F-4M No. 2 Squadron No. 56 Squadron Stored (Akrotiri)
XV471 F-4M No. 17 Squadron No. 19 Squadron Crashed, 3 Jul 1986
XV472 F-4M No. 228 OCU No. 1435 Flight Scrapped
XV473 F-4M No. 14 Squadron No. 56 Squadron Scrapped
XV474 F-4M No. 17 Squadron No. 74 Squadron Preserved (Duxford) First Phantom in air superiority grey[91]
XV475 F-4M No. 17 Squadron No. 19 Squadron Scrapped
XV476 F-4M No. 54 Squadron No. 56 Squadron Scrapped
XV477 F-4M No. 6 Squadron Crashed, 21 Nov 1972
XV478 F-4M No. 41 Squadron No. 19 Squadron Scrapped
XV479 F-4M No. 54 Squadron Crashed, 12 Oct 1971
XV480 F-4M No. 6 Squadron No. 56 Squadron Scrapped
XV481 F-4M No. 6 Squadron No. 56 Squadron Scrapped
XV482 F-4M No. 54 Squadron No. 19 Squadron Scrapped
XV483 F-4M No. 31 Squadron No. 92 Squadron Crashed, 24 Jul 1978
XV484 F-4M No. 31 Squadron No. 23 Squadron Crashed, 17 Oct 1983
XV485 F-4M No. 2 Squadron No. 19 Squadron Scrapped
XV486 F-4M No. 14 Squadron No. 29 Squadron Scrapped
XV487 F-4M No. 31 Squadron No. 74 Squadron Scrapped
XV488 F-4M No. 31 Squadron No. 92 Squadron Scrapped
XV489 F-4M No. 2 Squadron No. 92 Squadron Scrapped Nose section preserved
XV490 F-4M No. 54 Squadron No. 74 Squadron Scrapped Nose section preserved (Newark)
XV491 F-4M No. 31 Squadron No. 29 Squadron Crashed 7 July 1982
XV492 F-4M No. 6 Squadron No. 92 Squadron Scrapped
XV493 F-4M No. 228 OCU No. 41 Squadron Crashed, 9 Aug 1974 Involved in 1974 Norfolk mid-air collision
XV494 F-4M No. 2 Squadron No. 19 Squadron Scrapped
XV495 F-4M No. 6 Squadron No. 29 Squadron Scrapped
XV496 F-4M No. 17 Squadron No. 56 Squadron Scrapped
XV497 F-4M No. 41 Squadron No. 74 Squadron Preserved (Bentwaters) Final RAF Phantom to fly[92]
XV498 F-4M No. 17 Squadron No. 92 Squadron Scrapped
XV499 F-4M No. 6 Squadron No. 74 Squadron Scrapped
XV500 F-4M No. 54 Squadron No. 56 Squadron Scrapped
XV501 F-4M No. 14 Squadron No. 56 Squadron Crashed, 2 Aug 1988
XV520-XV551 F-4M Cancelled
XV565 F-4K 892 Naval Air Squadron Crashed, 28 Jun 1971
XV566 F-4K 892 Naval Air Squadron Crashed, 3 May 1970 First Fleet Air Arm loss[41]
XV567 F-4K Aeroplane and Armament Experimental Establishment No. 43 Squadron Scrapped Undertook deck trials on HMS Eagle[86]
XV568 F-4K 892 Naval Air Squadron No. 43 Squadron Scrapped
XV569 F-4K 767 Naval Air Squadron No. 111 Squadron Scrapped
XV570 F-4K 892 Naval Air Squadron No. 111 Squadron Scrapped
XV571 F-4K No. 43 Squadron No. 111 Squadron Scrapped
XV572 F-4K 767 Naval Air Squadron No. 111 Squadron Scrapped
XV573 F-4K No. 43 Squadron No. 111 Squadron Scrapped
XV574 F-4K No. 43 Squadron No. 111 Squadron Scrapped
XV575 F-4K No. 43 Squadron No. 111 Squadron Scrapped
XV576 F-4K No. 43 Squadron No. 111 Squadron Scrapped
XV577 F-4K No. 43 Squadron Scrapped
XV578 F-4K No. 43 Squadron No. 111 Squadron Crashed, 28 Feb 1979
XV579 F-4K 767 Naval Air Squadron No. 43 Squadron Scrapped
XV580 F-4K No. 43 Squadron Crashed, 18 Sep 1975
XV581 F-4K No. 43 Squadron Scrapped Nose section preserved (Aberdeen)
XV582 F-4K No. 43 Squadron No. 228 OCU Preserved (Bruntingthorpe)
XV583 F-4K No. 43 Squadron No. 111 Squadron Scrapped
XV584 F-4K No. 43 Squadron No. 111 Squadron Scrapped
XV585 F-4K No. 43 Squadron Scrapped
XV586 F-4K 892 Naval Air Squadron No. 43 Squadron Preserved (Yeovilton)
XV587 F-4K 892 Naval Air Squadron No. 111 Squadron Scrapped
XV588 F-4K 892 Naval Air Squadron Scrapped
XV589 F-4K 767 Naval Air Squadron No. 111 Squadron Crashed, 3 Jun 1980
XV590 F-4K 892 Naval Air Squadron No. 43 Squadron Scrapped
XV591 F-4K 892 Naval Air Squadron No. 111 Squadron Scrapped Nose section preserved (Cosford)
XV592 F-4K 892 Naval Air Squadron No. 111 Squadron Scrapped
XV604-XV610 F-4K Cancelled
ZE350 F-4J(UK) No. 74 Squadron Scrapped Nose section preserved (Tunbridge Wells)
ZE351 F-4J(UK) No. 74 Squadron Scrapped
ZE352 F-4J(UK) No. 74 Squadron Scrapped Nose section preserved (Preston)
ZE353 F-4J(UK) No. 74 Squadron Scrapped
ZE354 F-4J(UK) No. 74 Squadron Scrapped
ZE355 F-4J(UK) No. 74 Squadron Scrapped
ZE356 F-4J(UK) No. 74 Squadron Scrapped
ZE357 F-4J(UK) No. 74 Squadron Scrapped
ZE358 F-4J(UK) No. 74 Squadron Crashed, 26 Aug 1987
ZE359 F-4J(UK) No. 74 Squadron Preserved (Duxford) Preserved in US Navy livery[93]
ZE360 F-4J(UK) No. 74 Squadron Stored (Manston) Used for firefighting training
ZE361 F-4J(UK) No. 74 Squadron Scrapped
ZE362 F-4J(UK) No. 74 Squadron Scrapped
ZE363 F-4J(UK) No. 74 Squadron Scrapped
ZE364 F-4J(UK) No. 74 Squadron Scrapped

Phantom locations

The RAF operated the Phantom from a number of bases in the UK, Germany and the Falkland Islands during its operational service, while the Royal Navy initially based its Phantom units at its main air station at Yeovilton; following the disbanding of the Fleet Air Arm's dedicated training squadron, its sole operational Phantom squadron was subsequently moved to take up residence at the RAF's base at Leuchars.

Phantom unit locations[94]
Phantom bases in the United Kingdom
Phantom bases in Germany
(map of North Rhine-Westphalia)
Phantom bases in the Falkland Islands
  • UK Based Phantom Units
    • 700P Naval Air Squadron
      • RNAS Yeovilton; April 1968 to February 1969
    • 767 Naval Air Squadron
      • RNAS Yeovilton; January 1969 to August 1972
    • 892 Naval Air Squadron
      • RNAS Yeovilton; March 1969 to September 1972
      • RAF Leuchars; October 1972 to April 1978
    • No. 6 Squadron
      • RAF Coningsby; May 1969 to October 1974
    • No. 23 Squadron
      • RAF Wattisham; November 1975 to March 1983
    • No 29 Squadron
      • RAF Coningsby; December 1974 to July 1982
      • RAF Coningsby; March 1983 to March 1987
    • No 41 Squadron
      • RAF Coningsby; April 1972 to April 1977
    • No 43 Squadron
      • RAF Leuchars; September 1969 to July 1989
    • No 54 Squadron
      • RAF Coningsby; August 1969 to April 1974
    • No 56 Squadron
      • RAF Wattisham; March 1976 to June 1992
    • No 228 OCU/No 64 (R) Squadron
      • RAF Coningsby; August 1986 to April 1987
      • RAF Leuchars; April 1987 to January 1991
    • No 74 Squadron
      • RAF Wattisham; July 1984 to September 1992
    • No 111 Squadron
      • RAF Leuchars; July 1974 to January 1990
  • Germany Based Phantom Units
    • No 2 Squadron
      • RAF Laarbruch; December 1970 to February 1976
    • No 14 Squadron
      • RAF Brüggen; June 1970 to January 1976
    • No 17 Squadron
      • RAF Brüggen; July 1970 to July 1975
    • No 19 Squadron
      • RAF Wildenrath; December 1976 to January 1992
    • No 31 Squadron
      • RAF Brüggen; July 1971 to June 1976
    • No 92 Squadron
      • RAF Wildenrath; March 1977 to July 1991
  • Falkland Islands Based Phantom Units
    • No 23 Squadron
      • RAF Stanley; March 1983 to May 1985
      • RAF Mount Pleasant; May 1985 to November 1988
    • No 29 Squadron
      • RAF Stanley; July 1982 to March 1983
    • No 1435 Flight
      • RAF Mount Pleasant; November 1988 to June 1992

Basic specifications

Variant Powerplant Speed (at 40,000 ft) Ceiling Range Weight Wingspan Length Height Production total
Empty Maximum
FG.1
[8]		 2 x RR Spey 203 low-bypass turbofan 1,386 mph (2,231 km/h) 57,200 ft (17,400 m) 1,750 mi (2,820 km) 31,000 lb (14,000 kg) 58,000 lb (26,000 kg) 38 ft 5 in (11.71 m) 57 ft 7 in (17.55 m) 16 ft 1 in (4.90 m)[lower-roman 5] 52
FGR.2
[8]		 2 x RR Spey 202/204 low-bypass turbofan 118
F.3
[8]		 2 x GE J79-10B axial flow turbojet 1,434 mph (2,308 km/h) 61,900 ft (18,900 m) 29,900 lb (13,600 kg) 58 ft 3 in (17.75 m) 16 ft 6 in (5.03 m) 15
Total number of UK F-4 Phantoms 185

Other UK Phantom proposals

Although the Phantom was ordered in 1966, the variants that were eventually constructed were not the first to be offered to the UK. McDonnell Aircraft had been conducting studies into the possibility of the Royal Navy using the Phantom on its carriers since 1959. The company concluded that more power was needed than the J79 turbojet could provide to operate from the smaller decks of British carriers. The company spoke to Rolls-Royce about whether the RB-168 Spey turbofan, then in development for use in the Blackburn Buccaneer, could be fitted to the aircraft.[95] In 1960, McDonnell approached the RAF with its model number 98CJ, which was an F4H-1 (later F-4B) with various modifications, including the installation of the Rolls-Royce Spey Mk.101 turbofan.[96] McDonnell continued studies, proposing afterburning Spey 101 engines in 1962, while trials of an F-4B fitted with an extendable nosewheel oleo took place aboard USS Forrestal in 1963.[95] In 1964 the company proposed the model 98FC, which was identical to the F-4D variant but would have been fitted with the RB.168-25R version of the Spey engine.[97]

RF-4M

A further proposal came after the order for the F-4M was being finalized, and was a result of the UK's need for an aircraft to perform the tactical reconnaissance role. For this, McDonnell offered two options:[98]

  • The standard F-4M fitted with a reconnaissance pod in place of the centerline fuel tank
  • A modified airframe, designated as RF-4M, with the reconnaissance equipment carried internally

Although the RF-4M would have had some advantages, it was discounted as the cost would have been greater, with consequently fewer aircraft purchased, while only those that had been modified would have been able to undertake the reconnaissance mission. Ultimately, the RAF chose the standard F-4M and external pod, which allowed all of its aircraft to perform all designated roles.[99]

F-4(HL)

Another idea that McDonnell proposed was a variation of a carrier-based Phantom, with the goal of improving catapult performance and lowering approach speeds. The F-4(HL) would have had a longer fuselage and wingspan, with less sweep, stabilators with increased area and air intakes with auxiliary blow-in doors to increase airflow at low speeds. This proposal was not taken forward.[100]

Replacement

VG Phantom
McDonnell Douglas proposed a variable geometry version of the Phantom, which was offered as a potential Phantom replacement
Phantom with black capital Omega
Phantom of 892 NAS displaying the capital Omega (Ω) on its tailfin

In the early 1970s, the RAF issued an Air Staff Requirement for the development of a new interceptor intended to replace both the Phantom and the Lightning.[64] An early proposal was McDonnell Douglas's plan for a Phantom with a variable-geometry wing. This was rejected by the RAF owing to the fact that there was little apparent improvement in performance over the existing Phantom, and that it might affect the development of the "Multi-Role Combat Aircraft" (MRCA).[101][102] Another idea that the MRCA concept, which eventually evolved into the Panavia Tornado, could be used in the interceptor role, was ruled out, as both its avionics and engines were optimised for low-level interdiction.[64] The UK's partners in the MRCA project displayed no enthusiasm for the idea of developing an air defence version of the Tornado, so the UK alone began the process, and the authorisation for what came to be known as the Tornado ADV was issued in March 1976.[64] The initial plan was for the Tornado to replace the remaining two squadrons of Lightnings, as well as all seven squadrons of Phantoms.[103] While the Tornado was in development, the RAF looked at interim measures to replace the Phantom, which had been in service for over a decade by 1980, and was beginning to suffer from fatigue;[104] one proposal considered was the possibility of leasing or purchasing F-15 Eagles to re-equip 19 and 92 Squadrons, the units stationed in Germany.[55] Further suggestions were that up to 80 F-15s be procured, to replace the Phantom and Lightning squadrons then in service, or even cancel the Tornado entirely and purchase the F-15 with UK adaptations (specifically to be fitted with the AI.24 Foxhunter radar developed for the Tornado, and capable of carrying the Skyflash air-to-air missile).[105] Ultimately, the F-15 option was not seriously considered, as it was felt there would not be time or cost savings over the Tornado ADV.[105] It was later decided that the Tornado, once it had entered service, would only re-equip three of the Phantom squadrons; two Phantom units would be retained in the UK, and two in Germany.[106] Eventually, the Tornado accounted for the two FG.1 squadrons at RAF Leuchars (43 and 111 Squadrons), plus two FGR.2 units (23 Squadron and 29 Squadron), while 56 and 74 Squadrons continued with the Phantom.[61]

In 1963, the prototype Hawker Siddeley P.1127 STOVL aircraft undertook initial landings aboard Ark Royal, while three years later pre-production Hawker Siddeley Kestrel (which subsequently became the Harrier), conducted a series of extensive trials from HMS Bulwark, which proved the concept of using vertical landing aircraft aboard aircraft carriers.[107] In the Royal Navy at the same time, the withdrawal of the conventional aircraft carrier was envisaged to see the end of fixed-wing aviation at sea. Because of this policy, 892 Naval Air Squadron used a black capital Omega (Ω) letter on the tailfins of their aircraft, as it was believed they would be the final fixed-wing squadron to be commissioned.[42] However, in the 1970s the Royal Navy was developing what was known as the "Through Deck Cruiser", a 20,000 ton ship with a full-length flight deck intended to embark a squadron of large anti-submarine warfare helicopters. Almost as soon as the first ship, HMS Invincible, was ordered, another specification was added to the design: as well as the helicopters, a small squadron of STOVL aircraft would form part of the air group to act as a deterrent to long-range reconnaissance aircraft.[108] To this end, a navalised version of the Harrier was developed – over the life of the design process, the Sea Harrier's air defence role was augmented by responsibility for reconnaissance and maritime strike missions. In March 1980, 14 months after 892 Naval Air Squadron was decommissioned and its Phantoms turned over to the RAF, 800 Naval Air Squadron was formed as the first operational Sea Harrier squadron.[109]

Tornado
Sea Harrier
The Phantom was replaced in its air defence roles by the Tornado and the Sea Harrier

Aircraft replaced by and replacing the Phantom

Sir Sydney Camm, the Chief Designer at Hawker for many years, once said that no British aircraft could be considered a success until it was able to match the capabilities of the Phantom.[18] The Phantom's versatility was such that, in the RAF and Royal Navy, it was the direct replacement in squadron service for a total of four different aircraft types, comprising nine separate variants. In turn, when the Phantom was replaced, its major roles required three separate aircraft (see table):

UnitFormedVariantRolePrevious operations (withdrawn)DisbandedReplaced byReference
700P NAS1968FG.1Operational Evaluation[lower-roman 6]Wessex HAS.3[lower-roman 7] (1967)1969Sea King HAS.1[lower-roman 8][33][110]
767 NAS1969Operational ConversionN/A1972N/A[lower-roman 9]
892 NAS1969Fleet Air DefenceSea Vixen FAW.2 (1969)1978no replacement [lower-roman 10][111]
2 Sqn1970FGR.2Tactical ReconnaissanceHunter FR.10 (1970)1976Jaguar GR.1[112][113]
6 Sqn1969FGR.2Close Air Support/Tactical StrikeCanberra B.16 (1969)1974[114]
14 Sqn1970FGR.2Canberra B(I).8 (1970)1975[115]
17 Sqn1970FGR.2Canberra PR.7[lower-roman 11] (1970)1975[116]
19 Sqn1977FGR.2Air DefenceLightning F.2A (1977)1992Hawk T.1[lower-roman 12][117]
23 Sqn1975FGR.2Lightning F.3/F.6 (1975)1988Tornado F.3[118]
29 Sqn1975FGR.2Lightning F.3/F.6 (1975)1987[119]
31 Sqn1971FGR.2Close Air Support/Tactical StrikeCanberra PR.7[xi] (1971)1976Jaguar GR.1[120]
41 Sqn1972FGR.2Tactical Reconnaissance[lower-roman 13]Bloodhound Mk.2 SAM (1970)1977[121]
43 Sqn1969FG.1Air DefenceHunter FGA.9[lower-roman 14] (1967)1989Tornado F.3[122]
54 Sqn1969FGR.2Close Air Support/Tactical StrikeHunter FGA.9 (1969)1974Jaguar GR.1[123]
56 Sqn1976FGR.2Air DefenceLightning F.6 (1976)1992Tornado F.3[lower-roman 15][124]
64 Sqn[lower-roman 16]1968FG.1/FGR.2Operational ConversionJavelin FAW.7/FAW.9[lower-roman 17] (1967)1991N/A[125]
74 Sqn1984F.3[lower-roman 18]Air DefenceLightning F.6 (1971)1991Hawk T.1A[xii][126]
92 Sqn1977FGR.2Lightning F.2A (1977)1992[127]
111 Sqn1974FGR.2[lower-roman 19]Lightning F.3/F.6 (1974)1990Tornado F.3[128]
1435 Flt1988FGR.2N/A[lower-roman 20]1992[129]

Aircraft on display

Preserved UK Phantoms
F-4K
F-4K Phantom FG.1 XV582
F-4M
F-4M Phantom FGR.2 XT914
F-4J(UK)
F-4J(UK) Phantom F.3 ZE359

List of Phantom aircraft on display that have been in service with the Royal Air Force or Royal Navy. The remaining aircraft were either lost in crashes or scrapped following withdrawal.[48]

YF-4K (prototype)

F-4K

F-4M

F-4J(UK)

Specifications (F-4M)

Data from Thunder & Lightnings – Phantom History[8]

General characteristics

Performance

Armament

Avionics

  • Ferranti AN/AWG-12 Multi-Mode Radar
  • Marconi ARI18228 Radar Warning Receiver
  • Marconi AN/ASN-39A computer
  • AN/ARN-91 TACAN bearing/distance navigation system
  • Cossor IFF
  • STR-70P Radio Altimeter
  • EMI Reconnaissance Pod containing:
    • 2 × F.135 forward facing camera
    • 4 × F.95 oblique facing camera
    • Texas Instruments RS700 Infra-Red Linescan
    • MEL/EMI Q-Band Sideways Looking Reconnaissance Radar

References

Notes
  1. ↑ Victorious departed on her final commission with a total of 10 Sea Vixens and 7 Buccaneers;[25] by contrast, Ark Royal was able to accommodate an air group including up to 12 Phantoms and 14 Buccaneers,[26]
  2. ↑ Although Eagle and Ark Royal were the largest ships in the UK's carrier fleet, some sources have stated that the plan for Phantom operation was to see aircraft obtained for use aboard Ark Royal and Victorious[27][28]
  3. ↑ The launch bridle for the Phantom could only be used on that type, and was thus considerably more expensive than those used for other types. As a consequence, bridle catchers were fitted to the ends of the ship's new catapults so that the bridles could be reused.[38]
  4. ↑ While undertaking trials aboard US carriers, the higher exhaust temperatures caused by the Spey turbofan led to significant damage to the flight decks of the American ships[38]
  5. ↑ 16 ft 9 in (5.11 m) with Radar Warning Receiver
  6. ↑ 700 NAS is the assigned number to all units evaluating new aircraft for the Fleet Air Arm
  7. ↑ As 700H NAS
  8. ↑ As 700S NAS
  9. ↑ Phantom conversion training was undertaken by the FAA Phantom Training Flight following the disbanding of 767 NAS
  10. ↑ Following the decommissioning of HMS Ark Royal in 1978, the Royal Navy was no longer able to operate conventional fixed wing aircraft at sea. The British Aerospace Sea Harrier was introduced into both the air defence (replacing the Phantom) and strike (replacing the Buccaneer) roles in the Fleet Air Arm with 800 NAS and 801 NAS in 1980
  11. ↑ The Canberra was used in the tactical reconnaissance role
  12. ↑ The instances where the Phantom was replaced in squadron service by the Hawk were a result of the "Options for Change" defence cuts, with the squadrons being transferred to training roles
  13. ↑ 41 Squadron converted to this role from being an air defence SAM squadron
  14. ↑ The Hunter was used in the close air support role
  15. ↑ This unit became the "shadow" squadron number of 229 OCU, the Tornado OCU
  16. ↑ This was the "shadow" squadron number of 228 OCU
  17. ↑ The Javelin squadron was an operational interceptor unit
  18. ↑ 74 Squadron converted to the FGR.2 in 1991 prior to disbanding
  19. ↑ 111 Squadron converted to the FG.1 in 1979
  20. ↑ The original 1435 Flight served from December 1941 to April 1945
Citations
  1. 1 2 Lake 1992.
  2. ↑ "An Industry Regrouped" (pdf). Flight. Iliffe & Sons. 78 (2686): 367–373. 2 September 1960. Retrieved 12 June 2013.
  3. ↑ "Lessons of the TSR.2 Story" (pdf). Flight International. Iliffe & Sons. 96 (3161): 570–571. 9 October 1969. Retrieved 14 June 2013.
  4. ↑ Buttler 2000, pp. 118–119.
  5. ↑ Burke 2010, p. 274.
  6. ↑ "The Rise and Fall of the P.1154" (PDF). Hawker Association Newsletter. Hawker Association: 4–5. Summer 2013. Retrieved 29 May 2016.
  7. ↑ Thetford 1994, pp. 254–255.
  8. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Burke, Damien (12 April 2012). "Phantom History". Thunder & Lightnings. Retrieved 19 June 2013.
  9. ↑ Thornborough and Davies 1994, p. 260.
  10. ↑ "HMS Hermes 1962–1964" (PDF). Axford's Abode. 1964. Retrieved 2 October 2015.
  11. ↑ Hobbs 2014, p. 280
  12. ↑ Goebel, Greg (1 February 2014). "Phantom In Foreign Service". The McDonnell DOuglas F-4 Phantom. Retrieved 1 June 2015.
  13. ↑ Flintham, Vic (2011). "McDonnell Phantom". vicflintham.co.uk. Archived from the original on 19 June 2015. Retrieved 1 June 2015.
  14. ↑ Wilson, Michael (21 September 1967). "Preparing for the Phantom" (pdf). Flight. Iliffe Transport Publications. 92 (3054): 483–487. Retrieved 12 June 2013.
  15. ↑ Richardson 1984, p. 26
  16. 1 2 3 4 Courtnage, Paul (2006). "Chapter 5: The Phantom". Vox Clamantis in Deserto. Project Ocean Vision. Retrieved 19 June 2013.
  17. ↑ "McDonnell-Douglas F-4 Phantom". Warbird Alley. Doublestar Group. 2016. Retrieved 28 May 2016.
  18. 1 2 3 4 5 6 7 Hobbs, David (2008). "British F-4 Phantoms". Air International. Key Publishing. 74 (5): 30–37.
  19. ↑ Sturtivant 2004, pp. 470–471
  20. ↑ Petit et al 1983, p. 172
  21. 1 2 3 4 5 "Serials in range XT". UK Serials Resource Centre. Wolverhampton Aviation Group. 2016. Retrieved 9 June 2016.
  22. 1 2 3 4 5 6 "Serials in range XV". UK Serials Resource Centre. Wolverhampton Aviation Group. 2016. Retrieved 9 June 2016.
  23. 1 2 "History". Phantom F4K Royal Navy Fleet Air Arm. 11 May 2013. Retrieved 20 June 2013.
  24. ↑ Hobbs, David (2014). British Aircraft Carriers: Design, Development & Service Histories. Seaforth Publishing. ISBN 9781848321380.
  25. ↑ "British Carriers at Portsmouth 1954-2011". Hampshire Airfields. Retrieved 7 July 2016.
  26. ↑ Benbow, 2011, p. 182
  27. 1 2 Davies, p. 31
  28. ↑ Beedle, p. 197
  29. ↑ Toppan, Andrew (24 April 2000). "RN Postwar Attack Carriers". World Aircraft Carriers List. Retrieved 5 July 2016.
  30. ↑ Hobbs, 1982, p. 20
  31. ↑ Hobbs, 1982, p. 38
  32. 1 2 "McDonnell F-4K Phantom FG.Mk.1". Phabulous Phantom. 30 December 1999. Retrieved 10 June 2016.
  33. 1 2 "Royal Navy Squadrons". Phantom F4K Royal Navy Fleet Air Arm. 11 May 2013. Retrieved 19 June 2013.
  34. ↑ "Not a Lot of People Know That..." National Cold War Exhibition. RAF Museum. 11 May 2013. Retrieved 19 June 2013.
  35. ↑ Phantoms On HMS Eagle (Film). British Pathé. 8 June 1969. Retrieved 29 April 2016.
  36. 1 2 "HMS Eagle Deck Trials 1969". www.phantomf4k.org. Retrieved 27 May 2015.
  37. ↑ "Spray-type Arresting Gear". Flight International. Hiffe Transport Publications. 82 (2787): 183. 9 August 1962. Retrieved 10 June 2016.
  38. 1 2 3 Caygill 2005, p. 42-43
  39. 1 2 "McDonnell Douglas F-4 Phantom II". www.aviation-history.com. Retrieved 25 September 2016.
  40. ↑ "892 Squadron record of service". Phantom F4K Royal Navy Fleet Air Arm. 11 May 2013. Retrieved 20 June 2013.
  41. 1 2 3 4 5 6 7 8 "F-4 Phantom – UK". ejection-history.org.uk. 15 November 2012. Retrieved 7 July 2015.
  42. 1 2 Kent, Rick (22 September 2006). "McDonnell Phantom in British Service". IPMS Stockholm. Retrieved 1 June 2015.
  43. ↑ "Royal Air Force Phantom Squadrons". RAF Yearbook. IAT Publishing: 17. 1992.
  44. ↑ "No. 11 Squadron". The Lightning Association. June 2013. Retrieved 20 June 2013.
  45. ↑ Burke, Damien (4 April 2012). "Lightning History". Thunder & Lightnings. Retrieved 18 June 2016.
  46. ↑ "RAF Leuchars saying farewell to Treble One's Tornado F3s". The Courier. 18 March 2011. Retrieved 25 September 2016.
  47. ↑ "Clydeside Carnage: The Battered Remains of RAF Leuchars' Phantom Fleet". Urban Ghosts. 30 August 2013. Retrieved 1 June 2015.
  48. 1 2 3 4 5 "Phantom FG-1, FGR-2 & F-4J (UK) Aircraft Histories". The Phantom Shrine. Corsair Publishing. 9 March 2012. Retrieved 1 June 2015.
  49. 1 2 3 Burke, Damian (12 April 2012). "Survivors". Thunder & Lightnings. Retrieved 2 June 2015.
  50. ↑ "McDonnell F-4M Phantom FGR.Mk.2". Phabulous Phantom. 30 December 1999. Retrieved 10 June 2016.
  51. ↑ "Tactical Nuclear Weapons. 1971–1972". The National Archives. p. 5. DEFE 11/470 E30. Retrieved 11 June 2016.
  52. 1 2 Norris, p. 64
  53. ↑ "McDonnell Douglas Phantom FGR-2 EMI Reconnaissance Pod". Post WW2. Retrieved 13 July 2015.
  54. ↑ Braybrook, Ray (1981). "Lightning". RAF Yearbook. Leicester: WM Caple: 53.
  55. 1 2 Fricker, John (1980). "The RAF Looks Ahead". RAF Yearbook. Leicester: Royal Air Force Benevolent Fund.
  56. ↑ Courtnage, Paul (2016). "Tornado". Vox Clamantis in Deserto. Retrieved 29 May 2016.
  57. ↑ "Tornado F.3: Tremblers' Farewell – the end of the Tornado F.3". Global Aviation Resource. 22 March 2011. Retrieved 29 May 2016.
  58. ↑ Eade, Dave. "Phantastic Phantom's arrival". The Wattisham Chronicles. Retrieved 12 June 2016.
  59. ↑ Smith, Gordon (31 May 2013). "Part 15. Royal Air Force – Role & Operations". Battle Atlas of the Falkalnds War 1982 by Land, Sea and Air. naval-history.net. Retrieved 2 June 2015.
  60. ↑ "29(R) Squadron". Royal Air Force. 2015. Retrieved 2 June 2015.
  61. 1 2 3 Archer, Bob (1992). "Sunset for the Phantom". RAF Yearbook. IAT Publishing: 14.
  62. ↑ Peacock, Lindsay (1990). "For F4 Read F3". RAF Yearbook. Fairford: IAT Publishing.
  63. ↑ Jackson, Paul (1988). "Farewell Lightning, Welcome Tornado". RAF Yearbook. Fairford: IAT Publishing.
  64. 1 2 3 4 Darling 2012, p.189
  65. ↑ Tom King, Secretary of State for Defence (25 July 1990). "Defence (Options for Change)". Parliamentary Debates (Hansard). United Kingdom: House of Commons. col. 468–486.
  66. ↑ "RAF Akrotiri – History". RAF Akrotiri Revisited. Retrieved 2 June 2015.
  67. 1 2 "Serials in range ZE". UK Serials Resource Centre. Wolverhampton Aviation Group. 2016. Retrieved 9 June 2016.
  68. ↑ Damien Burke. "McDonnell-Douglas/BAC F-4K/M Phantom II - History". www.thunder-and-lightnings.co.uk. Retrieved 25 September 2016.
  69. ↑ "The Modern Era: Hawks & Phantoms". No 74 Squadron Association. Retrieved 20 June 2013.
  70. 1 2 Davies, p. 30
  71. 1 2 3 Rawlings, John (1985). "The Tigers Are Back". RAF Yearbook. ABC: 33.
  72. ↑ "RAF Timeline 1980–1989". Royal Air Force. Archived from the original on 31 August 2013. Retrieved 23 March 2015. No 74 Squadron reforms at Wattisham with the delivery of the first of the F4J Phantoms, given the RAF designation Phantom F3
  73. ↑ "No 74 Squadron". National Cold War Exhibition. Royal Air Force Museum. Archived from the original on 17 May 2016. Retrieved 17 May 2016.
  74. ↑ Bourne, Nigel. "Development of the Rolls-Royce Military Spey Mk202 Engine". Thrust SSC. Retrieved 21 June 2013.
  75. 1 2 "Weaponry". National Cold War Exhibition. RAF Museum. Retrieved 20 September 2016.
  76. ↑ Davies, p. 24
  77. 1 2 3 The Phantom and the Spey (Information plaque in museum). RAF Museum, Hendon: Royal Air Force Museum. 2003.
  78. ↑ Goebel, Greg (1 February 2014). "Phantom In Foreign Service". The McDonnell F-4 Phantom. airvectors.net. Retrieved 25 September 2015.
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  80. ↑ Burns, J.G.; Edwards, M. (14 January 1971). "Blow, Blow Thou BLC Wind". Flight International. Flight Global. 99 (3227): 56–59. Retrieved 31 March 2016.
  81. ↑ "Catapults & Ski Ramps". Modern Naval Vessel Design Evaluation Tool. Retrieved 29 June 2016.
  82. ↑ "Equipment Fit". National Cold War Exhibition. RAF Museum. Retrieved 20 September 2016.
  83. ↑ Burke, Damien (11 January 2012). "XT596 – Fleet Air Arm Museum, RNAS Yeovilton, Somerset". Thunder and Lightnings. Retrieved 10 June 2016.
  84. ↑ Parson, Gary (23 June 2002). "Midsummer Phantom". airsceneuk.org.uk. Retrieved 15 June 2016.
  85. ↑ "Today in Aviation History". Flight. Retrieved 29 June 2016. ◾Royal Navy Hawker-Siddeley/McDonnell-Douglas F-4K Phantom II FG.1, XT598, used for trials installations at HSA Holme and A&AEE, Boscombe Down, then passed to 111 Squadron. Written off on approach to Leuchars this date. - Thursday 23rd Nov, 1978
  86. 1 2 3 "A & AEE. (Aircraft and Armament Experimental Establishment)". Phantom F4K Royal Navy Fleet Air Arm. 11 May 2013. Retrieved 10 June 2016.
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  88. ↑ "On this day 27 November 1978". Fleet Air Arm Officers Association. 27 November 2012. Retrieved 10 June 2016.
  89. ↑ "Armament Practice Camps – McD F-4 Phantom FG.1/FGR.2". Aviation in Malta. 2016. Retrieved 10 June 2016.
  90. ↑ "ASN Wikibase Occurrence # 55364". Aviation Safety Network. Flight Safety Foundation. Retrieved 10 June 2016.
  91. ↑ Burke, Damien (11 January 2012). "XV474 – Imperial War Museum, Duxford, Cambridgeshire". Thunder and Lightnings. Retrieved 10 June 2016.
  92. ↑ "Museum Aircraft". Bentwaters Cold War Museum. 2015. Retrieved 10 June 2016.
  93. ↑ Burke, Damien (17 April 2005). "155529 – American Air Museum, IWM Duxford, Cambrideshire". Thunder and Lightnings. Retrieved 10 June 2016.
  94. ↑ Lakin, Gary (2000). "RAF & FAA Phantom Squadrons & Other Units". The Phantom Zone. Retrieved 28 June 2016.
  95. 1 2 Davies 2016, p.14
  96. ↑ McDonnell model numbers (PDF) (Report). McDonnell Douglas Aviation. 1 July 1974. p. 66. Retrieved 9 June 2016.
  97. ↑ McDonnell model numbers (PDF) (Report). McDonnell Douglas Aviation. 1 July 1974. p. 83. Retrieved 9 June 2016.
  98. ↑ The Royal Air Force Phantom II (PDF) (Report). McDonnell Aircraft. 1 August 1966. pp. 44–49. Retrieved 9 June 2016.
  99. ↑ Simmelink, Kim (20 November 2013). "Phantoms that never were built… RF-4M". Phantom Phacts. Retrieved 9 June 2016.
  100. ↑ "McDonnell F-4(HL) Phantom II". Phabulous Phantoms. 30 December 1999. Retrieved 10 June 2016.
  101. ↑ "McDonnell F-4(FV)S Phantom II". Phabulous Phantoms. 30 December 1999. Retrieved 17 May 2016.
  102. ↑ Rogoway, Tyler (18 October 2015). "The F-4 Phantom's Manufacturer Wanted To Give It Swing-Wings". Foxtrot Alpha. Retrieved 18 May 2016.
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  105. 1 2 "F-15s for the Royal Air Force?" (PDF). Flight International. IPC Transport Press. 114 (3625): 935. 9 September 1978. Retrieved 21 June 2016.
  106. ↑ Jackson, Paul (1985). "A Refurbished Umbrella". RAF Yearbook. Leicester: Royal Air Force Benevolent Fund.
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  110. ↑ "700 NAS". helis.com. Retrieved 29 June 2016.
  111. ↑ HMS Ark Royal 1970–73 Commissioning Book (PDF). p. 75.
  112. ↑ "2 Squadron". Royal Air Force. Retrieved 28 May 2016.
  113. ↑ "Hawker Hunter FR-10". Spyflight. Retrieved 10 May 2017.
  114. ↑ "6 Squadron". Royal Air Force. Retrieved 28 May 2016.
  115. ↑ "14 Squadron". Royal Air Force. Retrieved 28 May 2016.
  116. ↑ "17 Squadron". Royal Air Force. Retrieved 28 May 2016.
  117. ↑ "19 Squadron". Royal Air Force. Retrieved 28 May 2016.
  118. ↑ "23 Squadron". Royal Air Force. Retrieved 28 May 2016.
  119. ↑ "29 Squadron". Royal Air Force. Retrieved 28 May 2016.
  120. ↑ "31 Squadron". Royal Air Force. Retrieved 28 May 2016.
  121. ↑ "41 Squadron". Royal Air Force. Retrieved 28 May 2016.
  122. ↑ "43 Squadron". Royal Air Force. Retrieved 28 May 2016.
  123. ↑ "54 Squadron". Royal Air Force. Retrieved 28 May 2016.
  124. ↑ "56 Squadron". Royal Air Force. Retrieved 28 May 2016.
  125. ↑ "228 Operational Conversion Unit". RAF-Lincolnshire.info. Retrieved 28 May 2016.
  126. ↑ "74 Squadron". Royal Air Force. Retrieved 28 May 2016.
  127. ↑ "92 Squadron". Royal Air Force. Retrieved 28 May 2016.
  128. ↑ "111 Squadron". Royal Air Force. Retrieved 28 May 2016.
  129. ↑ "1435 Flt". The Phantomeers. Retrieved 29 June 2016.
  130. ↑ Ellis 2014, p. 209
  131. 1 2 Ellis 2014, p. 222
  132. ↑ "Legendary F4 Phantom jet fighter comes ashore in Larne". larnetimes.co.uk. Larne Times. 19 June 2015. Retrieved 28 May 2016.
  133. ↑ "Iconic cold war plane lands at RAF Cosford". Shropshire Star. Retrieved 3 January 2018.
  134. ↑ Ellis 2014, p. 212
  135. ↑ Ellis 2014, p. 138
  136. ↑ Ellis 2014, p. 258
  137. 1 2 Ellis 2014, p. 217
  138. ↑ Ellis 2014, p. 41
  139. ↑ Ellis 2014, p. 270
  140. 1 2 Ellis 2014, p. 90
  141. ↑ Ellis 2014, p.177
  142. ↑ Ellis 2014, p. 153
  143. ↑ Ellis 2014, Appendix A
  144. ↑ Ellis 2014, p. 29
  145. ↑ Ellis 2014, p. 24

Further reading

  • Beedle, Jimmy (2011). The Fighting Cocks: 43 (Fighter) Squadron. Barnsley, UK: Pen & Sword Publishing. ISBN 978-1-84884-385-1.
  • Benbow, Tim (2011). British Naval Aviation: The First 100 Years. Farnham, Surrey, UK: Ashgate Publishing. ISBN 978-1-40940-612-9.
  • Burke, Damien (2010). TSR2: Britain's Lost Bomber. Marlborough, Wiltshire, UK: The Crowood Press. ISBN 978-1-84797-211-8.
  • Buttler, Tony (2003). British Secret Projects: Jet Bombers Since 1949. Hinckley, UK: Midland Publishing. ISBN 978-1-85780-130-9.
  • Caygill, Peter (2005). Phantom from the Cockpit. Barnsley: Casemate Publishers. ISBN 9781844152254.
  • Darling, Kev (2012). RAF Strike Command 1968–2007: Aircraft, Men and Action. Barnsley: Pen & Sword Aviation. ISBN 978-1848848986.
  • Davies, Peter E. (2016). USN McDonnell Douglas F-4 Phantom II. Oxford: Osprey Publishing. ISBN 978-1472804952.
  • Ellis, Ken (2014). Wrecks and Relics – 24th Edition. Manchester, England: Crecy Publishing. ISBN 978 085979 1779.
  • Hampshire, Edward (2013). From East of Suez to the Eastern Atlantic: British Naval Policy 1964–70. Farnham: Ashgate Publishing. ISBN 1473821134.
  • Hobbs, David (1982). Aircraft of the Royal Navy since 1945. Liskeard: Maritime Books. ISBN 978 090777 1067.
  • Lake, Jon (1992). Phantom Spirit in the Skies. London: Aerospace Publishing. ISBN 978-1-880588-04-8.
  • Martin, Patrick (2012). British Phantoms: The Phantom FG Mk.1 and FGR Mk.2 in Royal Navy and RAF Service 1966–1978. Erlangen: Double Ugly Books. ISBN 978-3-935687-84-3.
  • Martin, Patrick (2013). British Phantoms: The Phantom FG Mk.1, FGR Mk.2 and F-4J(UK) in Royal Air Force Service 1979–1992. Erlangen: Double Ugly Books. ISBN 978-3-935687-85-0.
  • Nicholas, Jack (July 2005). "Big Bangs For A Buck: Britain's Tactical Nuclear Forces 1960–1998". Air International. Vol. 69 no. 1. pp. 45–49. ISSN 0306-5634.
  • Norris, Robert (1994). British, French and Chinese Nuclear Weapons, Nuclear Weapons Databook, Vol. V. Boulder: Westview Press. ISBN 978-0813316123.
  • Pettit, Martin, ed. (1983). British Military Aircraft Serials and Markings. British Aviation Research Group / Nostalgair / The Aviation Hobby Shop. ISBN 0 906339 04 9.
  • Richardson, Doug (1984). "Chapter 3: Propulsion". Modern Fighting Aircraft F4. London: Salamander Books. ISBN 0861011333.
  • Sturtivant, Ray (2004). Fleet Air Arm Fixed-Wing Aircraft Since 1946. Tonbridge: Air-Britain. ISBN 0-85130 283 1.
  • Thetford, Owen (1991). British Naval Aircraft Since 1912. London: Putnam. ISBN 978-0-85177-849-5.
  • "RAF and FAA Phantom losses". Ejection History. 15 November 2012. Retrieved 1 June 2015.
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