Tag Archives: Fighter

21 December 1916

Aviation, , , , , , , , , , ,
Sopwith Camel. (Royal Air Force)
Sopwith Camel F.1 F6394. (Royal Air Force)

21 December 1916: Harry George Hawker, M.B.E., A.F.C., made the first flight of the Sopwith Camel at Brooklands Aerodrome, Surrey, England. This airplane would become the Royal Air Force’s most successful fighter of World War I.

The Sopwith Camel F.1 was a British single-place, single-engine biplane fighter, produced by the Sopwith Aviation Co., Ltd., Canbury Park Road, Kingston-on-Thames. The airplane was constructed of a wooden framework, with the forward fuselage being covered with aluminum panels and plywood, while the aft fuselage, wings and tail surfaces were covered with fabric.

The length of the Camel F.1 varied from 18 feet, 6 inches (5.639 meters) to 19 feet, 0 inches (5.791 meters), depending on which engine was installed. Both upper and lower wings had a span of 28 feet, 0 inches (8.534 meters) and chord of 4 feet, 6 inches (1.372 meters). They were separated vertically by 5 feet (1.524 meters) at the fuselage. The upper wing had 0° dihedral, while the lower wing had 5° dihedral and was staggered 1 foot, 6 inches (0.457 meters) behind the upper wing. The single-bay wings were braced with airfoil-shaped streamline wires. The overall height of the Camel also varied with the engine, from 8 feet, 6 inches (2.591 meters) to 8 feet, 9 inches (2.667 meters).

The heaviest Camel F.1 variant used the Le Rhône 180 h.p. engine. It had an empty weight of 1,048 pounds (475 kilograms). Its gross weight of 1,567 pounds (711 kilograms). The lightest was equipped with the Gnôme Monosoupape 100 horsepower engine, with weights of 882 pounds (400 kilograms) and 1,387 pounds (629 kilograms), respectively.

Front view of a Sopwith Camel F.I (Unattributed)

The first Camel was powered by an air-cooled 15.268 liter (931.72 cubic inches) Société Clerget-Blin et Cie Clerget Type 9 nine-cylinder rotary engine which produced 110 horsepower at 1,200 r.p.m. and drove a wooden two-bladed propeller. Eight different rotary engines ¹ from four manufacturers, ranging from 100 to 180 horsepower, were used in the type.

The best performance came with the Bentley B.R.1 engine (5.7:1 compression ratio). This variant had a maximum speed of 121 miles per hour (195 kilometers per hour) at 10,000 feet (3,048 meters), and 114.5 miles per hour (184 kilometers per hour) at 15,000 feet (4,572 meters). It could climb to 6,500 feet (1,981 meters) in 4 minutes, 35 seconds; to 10,000 feet (3,048 meters) in 8 minutes, 10 seconds; and 15,000 feet (4,572 meters) in 15 minutes, 55 seconds. It had a service ceiling of 22,000 feet (6,706 meters). Two other Camel variants could reach 24,000 feet (7,315 meters).

Sopwith Camel F.1 FG394, left rear quarter. © IWM (Q 63822)
Sopwith Camel F.1 F6394, left rear quarter. © IWM (Q 63822)

The Bentley B.R.1 rotary engine was designed by Lieutenant Walter Owen Bentley, Royal Naval Air Service (later, Captain, Royal Air Force), based on the Clerget Type 9, but with major improvements. It used aluminum cylinders shrunk on to steel liners, with aluminum pistons. The Bentley B.R.1 (originally named the Admiralty Rotary, A.R.1, as it was intended for use by the Royal Navy) was an air-cooled, normally-aspirated 17.304 liter (1,055.948 cubic inches) right-hand tractor, nine-cylinder rotary engine with a compression ratio of 5.7:1. It was rated at 150 horsepower at 1,250 r.p.m. The B.R.1 was 1.110 meters (3 feet, 7.7 inches) long, 1.070 meters (3 feet, 6.125 inches) in diameter and weighed 184 kilograms (406 pounds.) The engine was manufactured by Humber, Ltd., Coventry, England, and Vickers, Ltd., Crayford.

The instruments and armament of a Sopwith Camel from No. 4 Squadron, AFC. (Australian War Memorial)
The instruments and armament of a Sopwith Camel from No. 4 Squadron, AFC. (Australian War Memorial)

The Camel was armed with two fixed, forward-firing .303-caliber (7.7×56mmR) Vickers machine guns, synchronized to fire forward through the propeller. These guns were modified for air cooling. Some night fighter variants substituted Lewis machine guns mounted above the upper wing for the Vickers guns. Four 25 pound (11.3 kilogram) bombs could be carried on racks under the fuselage.

The Sopwith Camel was a difficult airplane to fly. Most of its weight was concentrated far forward, making it unstable, but, at the same time making the fighter highly maneuverable. The rotary engine, with so much of its mass in rotation, caused a torque effect that rolled the airplane to the right to a much greater degree than in airplanes equipped with radial or V-type engines. A skilled pilot could use this to his advantage, but many Camels ended upside down while taking off.

Major William G. Barker, RAF, with an upside-down Sopwith Camel F.1 of No. 28 Squadron, Italy, 1918. (Library and Archives Canada)
Major William G. Barker, RAF, with an upside-down Sopwith Camel F.1 of No. 28 Squadron, Italy, 1918. (Library and Archives Canada)

Twelve manufacturers ² produced 5,490 Sopwith Camels between 1916 and 1920. By the end of World War I, it was becoming outclassed by newer aircraft, however it was the single most successful fighter of the war, shooting down 1,294 enemy aircraft.

One single fighter, Major William Barker’s Sopwith Aviation Co., Ltd., Camel F.1 B.6313 shot down 46 enemy aircraft, more than any other fighter in history.

It is believed that only seven Sopwith Camels still exist.

Wing Commander William George Barker, VC, DSO with Bar, MC with 2 Bars, Croix de Guerre (Library and Archives Canada)
Wing Commander William George Barker, V.C., D.S.O. with Bar, M.C. with 2 Bars, Croix de Guerre, with his Sopwith Camel F.1. (Library and Archives Canada)

¹ Humber, Ltd., Bentley B.R.1 150 h.p., B.R.1 (5.7:1 c.r.); Clerget 9B, 130 h.p.; Clerget 9Bf, 130 h.p. (long stroke); Gnôme Monosoupape, 100 h.p.; Gnôme Monosoupape, 150 h.p.; Le Rhône, 110 h.p.; and Le Rhône 180 h.p.

² Sopwith Aviation Co., Ltd., Kingston-on-Thames; Boulton and Paul, Ltd., Norwich; British Caudron Co., London; Clayton and Shuttleworth, Ltd., Lincoln; Hooper and Co., Ltd., London; March, Jones and Cribb, Ltd., Leeds; Nieuport and General Aircraft Co., Ltd., London; Ruston, Proctor and Co., Ltd., Lincoln; Fairey Aviation Co., Ltd.; Portholme Aerodrome Ltd., Huntingdon; Wm. Beardmore & Co., Ltd., Glasgow; Pegler & Co., Ltd., Doncaster.

© 2017, Bryan R. Swopes

20 December 2004

Aviation, , , , , , , ,
20th Fighter Squadron Luftwaffe McDonnell Douglas F-4F-54-MC Phantom 72-1150, with another F-4F over the skies of Holloman AFB, New Mexico. (U.S. Air Force)
20th Fighter Squadron McDonnell Douglas F-4F-54-MC Phantom 72-1150, with another F-4F banking away, over the skies of  New Mexico. (U.S. Air Force)

20 December 2004: The 20th Fighter Squadron, 49th Fighter Wing, Holloman Air Force Base, New Mexico, the last operational squadron in the United States Air Force flying the McDonnell Douglas F-4 Phantom II, was inactivated. The squadron’s F-4F fighters were sent to The Boneyard at Davis-Monthan Air Force Base, Tucson, Arizona.

Row after row of F-4 Phantom II fighters in storage at Davis-Monthan AFB.
Row after row of F-4 Phantom II fighters in storage at Davis-Monthan AFB, near Tucson, Arizona.

© 2015, Bryan R. Swopes

25 November 1940

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The prototype de Havilland DH.98 Mosquito, W4050, takes off on its first flight at Hatfield, 25 November 1940. (BAE Systems)

25 November 1940: De Havilland Aircraft Company’s Chief Test Pilot, Geoffrey Raoul de Havilland, Jr., and engineer John Walker, made the first flight of the DH.98 Mosquito prototype, E0234, at Hatfield, Hertfordshire, England. The prototype’s Royal Air Force identification was W4050. The multi-role combat aircraft was constructed primarily of layers of balsa covered with layers of birch, then a layer of doped cotton fabric. It was powered by two Rolls-Royce Merlin V-12 engines.

Sir Geoffrey de Havilland, Jr, with a DH.98 Mosquito, 14 October 1943. (Photo by Reg Speller/Fox Photos/Getty Images 3320005)

The construction materials took advantage of plentiful supplies of wood, and also made workers who were not in the standard metal aircraft industry able to take part.

The prototype was rolled out 19 November 1040, painted overall yellow.

The prototype de Havilland DH.98 Mosquito, E0234, outside the Assembly Building, 19 November 1940. (BAE Systems)

The prototype had a wingspan of 54 feet, 2 inches (16.510 meters), and its gross weight was 19,670 pounds (8,922 kilograms). W4050 was powered by two liquid-cooled, supercharged, 1,648.96-cubic-inch-displacement (27.01 liter) Rolls-Royce Merlin Mk.21 single overhead camshaft (SOHC) 60° V-12 engines, producing 1,460 horsepower at 3,000 r.p.m. at 10,000 feet (3028 meters), with 10 pounds (0.69 Bar) of boost, and driving three-bladed de Havilland Hydromatic propellers through a gear reduction.

The prototype DH.98 Mosquito,now marked W4050, in the field behind Salisbury Hall (where it was designed and built) just before its first flight, 25 November 1940. (HistoryNet)

The DH.98 had been predicted to be 20 miles per hour (32 kilometers per hour) faster than the Supermarine Spitfire, but was actually much faster. In testing, the prototype reached 392 miles per hour (631 kilometers per hour) at 22,000 feet (6,706 meters). Improvements were continuously made, and with 2-stage superchargers, W4050 reached a maximum 437 miles per hour (703 kilometers per hour). The DH.98 prototype had a service ceiling of 34,000 feet (10,363 meters) and range of 2,180 miles (3,500 kilometers).

The production fighter variant, the Mosquito F. Mk.II, was 41 feet, 2 inches (12.548 meters) long with a wingspan of 54 feet, 2 inches (16.510 meters) and height of 15 feet, 3 inches (4.648 meters) in 3-point position. The wings had 1½° incidence with approxmatey 2½° dihedral. The leading edges were swept aft 2½°. The total wing area was 436.7 square feet (40.6 square meters). The fighter’s empty weight was 13,356 pounds (6,058 kilograms) and the maximum takeoff weight was 18,649 pounds (8,459 kilograms). The Mk.II had a total fuel capacity of 553 gallons.

The Mk.II had a cruise speed of 265 miles per hour (426 kilometers per hour) at 15,000 feet (4,572 meters) and maximum speed of 380 miles per hour (612 kilometers per hour) at 21,400 feet (6,523 meters).

Mosquito bomber variants could carry four 500 pound bombs, or two 2,000 pound bombs, but were otherwise unarmed. Fighters were equipped with four Hispano Mk.II 20 mm autocannon and four Browning .303-caliber Mk.II machine guns in the nose.

6,411 DH.98 Mosquitoes were built in England, 1,134 in Canada and 212 in Australia. It was produced in bomber, fighter, night fighter, fighter bomber and photo reconnaissance versions.

The prototype DH.98 Mosquito, W4050, at Hatfield, Hertfordshire. (Royal Air Force)

W4050’s (the prototype’s Royal Air Force identification) fuselage was damaged while taxiing at Boscombe Down, 24 February 1941, and had to be replaced with one intended for a second prototype, W4051. It remained at de Havilland and was used to test different engines, armaments and versions. After a series of tests conducted in December 1943, the prototype Mosquito was permanently grounded. It was used as an instructional airframe and later placed in storage.

In September 1958, W4050 was turned over to the de Havilland Aircraft Heritage Centre. Today, the restored prototype DH.98 Mosquito is at the museum at London Colney, Hertfordshire, England.

The Mosquito prototype with camouflauged upper surfaces as it appeared at Boscombe Down, (de Havilland Aircraft Museum)
The Mosquito prototype with camouflaged upper surfaces as it appeared at Boscombe Down, 1941. (de Havilland Aircraft Museum)

© 2020, Bryan R. Swopes

22 November 1961

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Lieutenant Colonel Robert Bradford Robinson, Jr., U.S. Marine Corps, with the McDonnell YF4H-1 Phantom II, Bu. No. 142260, with which he set a world absolute speed record, 22 November 1961. Colonel Robinson is wearing a Goodrich Mark IV full-pressure suit for protection at high altitudes. (U.S. Navy)

22 November 1961: In recognition of the 50th Anniversary of Naval Aviation, a number of speed and altitude record attempts were planned, using the U.S. Navy’s new McDonnell YF4H-1 Phantom II fighter. On the morning of 22 November, Lieutenant Colonel Robert Bradford Robinson, Jr., United States Marine Corps, took off from Edwards Air Force Base on Operation Skyburner, an attempt to set a new World Absolute Speed Record. He was flying the second Phantom II built, Bu. No. 142260.

The Phantom carried three external fuel tanks for this flight. It had a 600-gallon (2,271.25 liter) centerline tank and two 370-gallon (1,400.6 liter) wing tanks. Robinson flew southeast toward NAS El Centro, then turned back to the northwest. Over the Salton Sea, he began to accelerate the YF4H-1 to build up speed for the record run over a measured twenty-mile course back at Edwards AFB. The Phantom’s two General Electric J79-GE-3A afterburning turbojets used a tremendous amount of fuel at full throttle and the centerline fuel tank was quickly emptied. Robinson jettisoned the empty tank over the Chocolate Mountain gunnery range. Continuing to accelerate, the two wing tanks were next jettisoned as they ran dry, this time at Bristol Dry Lake.

McDonnell YF4H-1 Phantom II, Bu. No. 142260, during Operation Skyburner, 22 November 1961. (U.S. Navy)

The Phantom entered the east end of the speed course in full afterburner. Having burned off more than 1,300 gallons of fuel, 142260 was much lighter now, and aerodynamically cleaner after dropping the external tanks. Robinson exited the west end of the 20-mile (32.2 kilometer) course in less than one minute.

Fédération Aéronautique Internationale rules require that a speed record must be made with two passes in opposite directions. The average speed of the two runs is the record speed. The Phantom was flying so fast that it covered another 105 miles (169 kilometers) before it could turn around. During the turn, it was still traveling at 0.9 Mach.

Robinson again put the engines in afterburner as he approached the course from the west. On the second run, the fighter was even lighter and its recorded speed was more than 1,700 miles per hour (2,736 kilometers per hour). The average of the two runs was calculated at 2,585.425 kilometers per hour (1,606.509 miles per hour.) This was the new FAI Absolute World Speed Record.¹

For his accomplishment, Lieutenant Colonel Robinson was awarded the Distinguished Flying Cross by Secretary of the Navy John B. Connally. The presentation took place on 25 November 1961 at Newport News, Virginia, during the commissioning of USS Enterprise CVA(N)-65.

McDonnell YF4H-1 Phantom II Bu. No. 142260 during Operation Skyburner, 1961. (U.S. Navy via FFRC Photo Collection)

In the next few weeks, the same YF4H-1 would establish a world record for sustained altitude—20,252 meters (66,444 feet).² Two years earlier, 6 December 1959, in Operation Top Flight, 142260 had established a world record for absolute altitude when it zoom-climbed to 98,557 feet (30,040 meters).³

Lieutenant Colonel Robert B. Robinson, Jr., U.S. Marine Corps, with the McDonnell YF4H-1 Phantom II Bu. No. 142260, with which he set a world absolute speed record, 22 November 1961. (U.S. Navy)

Robert Bradford Robinson, Jr., was born at Orange, California, 22 October 1923. He was the second of four children of Robert Bradford Robinson, a U.S. Postal Service mail carrier, and Golda Leutha Nordeen Robinson.

Robert B. Robinson. (Orange and White 1941)

Bob Robinson attended Orange Union High School, graduating in 1941. He participated in all varsity sports, and was selected to attend the Boys’ State leadership program. He earned a bachelor of science degree at Washington University, St. Louis, Missouri.

Robinson entered the United States Marine Corps on 26 August 1942. He received the wings of a Naval Aviator and was commissioned as a second lieutenant on 1 December 1943.

2nd Lieutenant Robinson married Miss Lavonne Jean David at Nueces, Texas, 23 December 1943. They would later have a son, Robert Bradford Robinson III (and a grandson, Robert Bradford Robinson IV)

During the Battle of Okinawa, Lieutenant Robinson flew the radar-equipped Grumman F6F-3N Hellcat night fighter with VMF(N)-543.

A Grumman F6F-3N Hellcat night fighter of VMF(N)-543, circa 1944. The radome is at the far end of the airplane’s right wing. (U.S. Navy)

Lieutenant Robinson was promoted to the rank of first lieutenant, 31 March 1945. Following World War II, Lieutenant Robinson was assigned to VMF-311, and became one of the first Naval Aviators to qualify in turbojet-powered aircraft. The squadron initially flew the Lockheed TO-1 Shooting Star (P-80), and later transitioned to the Grumman F9F Panther.

A Lockheed TO-1 Shooting Star  Bu. No. 33822 (P-80C 47-219) of VMF-311, circa 1948. (NNAM.1996.488.163.012)

Lieutenant Robinson was promoted to the rank of captain 1 April 1950. VMF-311 was sent to the Korean war zone in November 1950, initially operating from Yokosuka Air Base in Japan. The squadron flew close air support missions in support of the amphibious assault of Inchon, and at the Battle of the Chosin Reservoir. Captain Robinson returned to night fighter operations when he joined Marine All-Weather Squadron 513 (VMF(N)-513) on 13 January 1951. The unit which was equipped with Grumman F7F-3N Tigercats and Chance Vought F4U-5N Corsairs.

Two Grumman F9F-2 Panthers of VMF-311 being refueled at K-3, Republic of South Korea, circa 1951. The aircraft closest to the camera is an F9F-2B, Bu. No. 123602. (Department of Defense HD-SN-99-03071)

Captain Robinson was promoted to the rank of major, 31 December 1954. He completed the six-month course at the Naval Test Pilot School, NAS Patuxent River, Maryland, graduating in March 1959 (Class 21).

In 1963, Lieutenant Colonel Robinson retired from the Marine Corps after 20 years’ service. He was then employed as a test pilot for the McDonnell Aircraft Corporation at St. Louis, Missouri. He remained with the company for 30 years.

Mrs. Robinson died 7 February 1997, after 53 years of marriage. Bob Robinson later married Mrs. Julian Brady (née Elizabeth Catchings), the widow of a long-time friend.

Robert Bradford Robinson, Jr., died 28 September 2005 at McComb, Mississippi. He was buried at the Hollywood Cemetery in McComb.

¹ FAI Record File Number 9060

² FAI Record File Number 8535

³ FAI Record File Number 10352

© 2018, Bryan R. Swopes

20 November 1963

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Brigadier General Gilbert L. Meyers and Colonel Frank K. Everest delivered the first production McDonnell F-4C Phantom IIs to the Tactical Air Command at MacDill Air Force Base, Florida. (U.S. Air Force)

20 November 1963: The U.S. Air Force Tactical Air Command accepted its first two production McDonnell F-4C Phantom II jet fighters, F-4C-15-MC 63-7415 ¹ and F-4C-15-MC 63-7416. These aircraft were the ninth and tenth production F-4Cs. They were flown from the McDonnell plant at St. Louis, Missouri, to MacDill Air Force Base, Tampa, Florida, by Brigadier General Gilbert Louis Meyers, commanding the 836th Air Division, and Colonel Frank Kendall (“Pete”) Everest, a world-famous test pilot, commanding the 4453rd Combat Crew Training Squadron. Co-pilot for General Meyers was Captain Joseph D. Moore. Captain Thomas C. Ross flew with Colonel Everest. The two new fighters arrived at 11:00 a.m., local time.

McDonnell F-4C-15-MC Phantom II 63-7416. (U.S. Air Force)

Lieutenant General Charles B. Westover, Vice Commander, Tactical Air Command, formally accepted the new fighters on behalf of TAC. Up until this time, the 4453rd had been training crews with McDonnell F-4B Phantom IIs on loan from the United States Navy.

The Tampa Tribune reported:

New Tactical Fighters Give MacDill Wings Heavier Punch

By JOHN McCARTHY, Tribune Staff Writer

      At 11 o’clock yesterday morning at MacDill Air Force Base, necks craned, and all eyes were skyward as two F-4C tactical fighter aircraft roared into view—the vanguard of a 1,000-plane order to replace outdated planes in the Tactical Air Command.

     The two planes, each costing a million dollars, were piloted from the St. Louis plant of McDonnel Aircraft yesterday by Brig. Gen. Gilbert L. Meyers, commander of the 836 Air Division at MacDill, and Col. Frank K. Everest, commander of the 4453rd Combat Crew Training Squadron.

     For the historic event, a special ceremony was held on the MacDill flight line, attended by military and civilian leaders.

     The pair of F-4C “Phantoms” zoomed into view, made a low, high-speed pass over the flight line and were almost out of sight in the blink of an eyelash.

     After a quick circle over MacDill, the two planes taxied toward the spectator area—each trailing colorful orange and white parachutes which are used to lower the plane’s landing speed.

     The two officers eased themselves out of the enclosed cockpit to receive congratulations from Lt. Gen. Charles B. Westover, vice commander of Tactical Air Command, Langley Air Force Base, Va., and other military leaders.

     Wearing a broad grin and looking like a man freshly arrived from home to office, rather than from St. Louis, Gen. Meyers enthusiastically commented “it’s a wonderful flying machine.”

     The youthful appearing Air Force general said we “loafed along at 550 knots” during the 1½ hour trip from the St. Louis plant. This is 635 miles per hour in land speed and considerably under the Phantom’s top speed of over 1,600 m.p.h.–twice the speed of sound.

     General Meyers said when he first flew over 400 m.p.h. in an Air Force plane he was thrilled.

     “I’m sure as long as we (the Air Force) keep receiving this kind of equipment, along with the dedication of the men, this country has nothing to worry about,” he told the crowd.

     General Westover, who accepted the first two planes on behalf of TAC, noted the new models would be part of the Air Force weapons inventory for at least five years. The Air Force has placed a $2 billion order with McDonnell Aircraft.

     A twin seat, dual engine jet plane, the Phantom has been used by the Navy since December, 1960. The Air Force version is modified with dual controls to permit the back seat man to pilot the plane.

     The stubby-winged Phantom is capable of three times to bomb load of a B-17 bomber during World War II, coupled with the advantage that it carries its own protection and does not need a fighter escort.

     The 12th and 15th Tactical Fighter Wings and the 4454th Combat Crew Training Squadron at MacDill will be the first Air Force units to be equipped with the new planes.

—The Tampa Tribune, Vol. 69, No. 325, Thursday, 21 November 1962, Page 15, Columns 1–3

McDonnell F-4C15-MC 63-7415 at Gila Bend AAF, 1967. (Stephen Miller)
McDonnell F-4C-15-MC Phantom II 63-7415, 4453rd Combat Crew Training Wing, at Gila Bend Auxiliary Air Field, Arizona, 1967. (Stephen Miller)

The McDonnell F-4C Phantom II (originally designated F-110A Spectre) was produced for the U.S. Air Force, based on the U.S. Navy McDonnell F4H-1 (F-4B after 1962) fleet defense interceptor. Evaluation testing had shown the the Navy’s F4H was superior to the Air Force Convair F-106 Delta Dart. It was faster, could fly higher, had a longer range and greater payload. It was also better suited as a tactical fighter.

The Navy operated its Phantom IIs with a pilot and a radar systems operator. The Air Force’s F-4C variant was equipped with dual flight controls and was flown by two rated pilots. The F-4C was externally the same as the F-4B, but otherwise differed by the addition of a ground attack capability. Also, while the F-4B used a hose-and-drogue system for air-to-air refueling, the F-4C was equipped with a boom refueling system. It retained the folding wings and arresting hook of the Navy variant, but deleted catapult provisions.

McDonnell F-4C-15-MC 63-7415 in SEA camouflage in service with the Hawaii Air National Guard.
McDonnell F-4C-15-MC 63-7415 in four-color South East Asia camouflage scheme, in service with the Hawaii Air National Guard.

The F-4C was 58 feet, 3¾ inches (17.774 meters) long, with a wingspan of 38 feet, 5 inches (11.709 meters) and height of 16 feet, 3 inches (4.953 meters). Its empty weight was 28,496 pounds (12,926 kilograms) and its maximum takeoff weight was 58,000 pounds (26,308 kilograms).

The F-4C-15-MC was powered by two General Electric J79-GE-15 engines. The J79 is a single-spool, axial-flow turbojet engine, with a 17-stage compressor section and 3-stage turbine. The J79-GE-15 is rated at 10,900 pounds of thrust (48.49 kilonewtons) and 17,000 pounds (75.62 kilonewtons) with afterburner. It is 17 feet, 4.7 inches (5.301 meters) long, 3 feet, 2.3 inches (0.973 meters) in diameter and weighs 3,699 pounds (1,677.8 kilograms).

F-4C 63-7415 in two-color gray air superiority camouflage, 199th Tactical Fighter Squadron, Hawaii Air National Guard.
McDonnell F-4C-15-MC 63-7415 in three-color gray air superiority camouflage, 199th Tactical Fighter Squadron, Hawaii Air National Guard.

The F-4C had a maximum speed of 826 miles per hour (1,329 kilometers per hour)—Mach 1.09—at Sea Level, and 1,433 miles per hour (2,306 kilometers per hour)—Mach 2.17— at 48,000 feet (14,630 meters). The fighter’s service ceiling was 56,100 feet (17,099 meters). Its maximum unrefueled range, with external fuel tanks, was 1,926 miles (3,100 kilometers).

Awaiting restoration, McDonnell F-4C-15-MC Phantom II 63-7415 at San Antonio, Texas. (ABC Pic)
Awaiting restoration, McDonnell F-4C-15-MC Phantom II 63-7415 at San Antonio, Texas. (Air-Britain Photographic Images Collection)

The standard armament for the F-4C were four AIM-7 Sparrow radar-homing missiles carried in recessed in the bottom of the fuselage. Four AIM-9 Sidewinder heat-seeking missiles could be carried on underwing pylons. A maximum of 16,000 pounds (7,257 kilograms) of bombs could be carried on five hardpoints.

This McDonnell F-4 Phantom II is armed with a centerline gun pod, four AIM-7 Sparrow radar-homing guided missiles and four AIM-9 Sidewinder infrared-homing missiles. (Tommy Wu/McDonnell Douglas F-4 Phantom Phanatics)

During the Vietnam War, the missile armament of the Phantom II was found unsatisfactory in dogfights with enemy aircraft. The violent maneuvers of Air Combat Maneuvering (“ACM”) made it difficult for the missiles to align and track the intended target. Of 612 AIM-7 Sparrows fired by F-4s, only 56 enemy aircraft were destroyed, while 187 AIM-9 Sidewinders brought down 29 enemy aircraft. This was a kill ratio of 9% and 16%, respectively.

A SUU-16/A gun pod is test fired on McDonnell YRF-4C-14-MC Phantom II 62-12201 (YRF-110A Spectre). (U.S. Air Force)

Forward-thinking planners had assumed that an all-missile armament was all that was required in the modern era, so F-4s were built without any machine guns or cannon. The Air Force used an SUU-16/A pod containing a General Electric M61A1 20 mm rotary cannon with 1,200 rounds of ammunition mounted to the F-4’s centerline hardpoint. (Two additional SUU-16/A pods could be mounted on the outboard underwing hardpoints.) This was useful in close-in combat, but the airplane was not equipped with a suitable gun sight. It was not until the F-4E variant that a gun was incorporated into the airplane.

McDonnell F-4C 63-7416 crashed at the Avon Park Bombing Range, Florida, 22 May 1964, killing both pilots, Captain Joseph P. Onate and Captain William F. Buhrman.

The F-4C first flew 27 May 1963. 583 of this variant before production shifted to the F-4D in 1966. The F-4C remained in service until the last was retired from the Oregon Air National Guard in 1989.

Recommended reading: Engineering the F-4 Phantom II: Parts Into Systems by Glenn E. Bugos, Naval Institute Press, Annapolis, Maryland, 1996

The first McDonnell F-4C Phantom II, 63-7407. (U.S. Air Force)

¹ Source: UNITED STATES AIR FORCE STATISTICAL DIGEST FISCAL YEAR 1964 (19th Edition), Directorate of Data Automation (AFADA), Comptroller of the Air Force, Headquarters, USAF, Washington, D.C.: Chronology of United States Air Force Major Events— FY 1964, at Page XXXVIII

© 2022, Bryan R. Swopes