McDonnell Douglas Phantom in UK service. The United Kingdom (UK) operated the McDonnell Douglas F-4 Phantom II as one of its principal combat aircraft from 1968 to 1992.  The UK was the first export customer for the US-built F-4 Phantom, which was ordered in the context of political and economic difficulties around British designs for similar aircraft.  The Phantom was procured to serve in both the Royal Navy's Fleet Air Arm (FAA) and the Royal Air Force (RAF) in several roles including air defence, close air support, low-level attack and tactical reconnaissance.

The majority of the Phantoms operated by the UK were built as a special batch containing a significant amount of British technology. This was as a means of supporting the British aerospace industry in the wake of major project cancellations. 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 FAA from the Royal Navy's aircraft carriers, and 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 fifteen 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 FAA and the RAF in 1969.  In FAA service, while primarily intended for fleet air defence, it had a secondary conventional and nuclear strike role, while in the RAF it was soon replaced in its initial tasks by other aircraft designed specifically for strike, close air support and reconnaissance, and instead was moved to the air defence mission.  By the mid-1970s, the Phantom had become the UK's principal interceptor, a role in which it continued until the early 1990s.

Background
In the late 1950s, the British Government began the process of replacing its early second-generation jet combat aircraft in service with the RAF and FAA.  At the time, the British aerospace industry was still the major provider of aircraft to the British Armed Forces, and designs from several companies were in service. The 1957 Defence White Paper precipitated a significant change in the industry, as well as cancelling several aircraft under development, the government compelled major aerospace manufacturers to amalgamate using new aircraft contracts as an incentive.  As a result, by 1960 two large groups had emerged; the British Aircraft Corporation (BAC), formed by the amalgamation of the aircraft activities of English Electric, Vickers-Armstrongs, and Bristol Aircraft with the acquisition of Hunting; and Hawker Siddeley Aviation, in which the existing Hawker Siddeley Group (Hawker, Avro, Gloster, Armstrong Whitworth) absorbed Folland, de Havilland and Blackburn.

At this time, the RAF wished 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 (RN) sought an aircraft to assume the fleet air defence role from the de Havilland Sea Vixen.  Prior to the formation of BAC, English Electric and Vickers were working together on a high-performance strike aircraft, the TSR-2, 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 the P.1154, a proposed supersonic version of its P.1127 V/STOL demonstrator, that could be marketed to both the RAF and RN to fulfil several roles, including close air support, air superiority, and fleet air defence.

During the early 1960s, aircraft development became increasingly expensive, resulting in major projects often becoming mired in political and economic concerns. The TSR-2 project experienced increasing cost overruns, and the P.1154 was subject to the ongoing inter-service rivalry between the RN and RAF.  This led to two wildly differing specifications being submitted for the P.1154 that were impossible to fulfil with a single airframe. In February 1964, the RN withdrew from the P.1154 project, and moved to procure a new fleet air defence interceptor.  It eventually selected the McDonnell F-4 Phantom then in service with the United States Navy (USN) as its primary air defence aircraft, intended to be operated from both existing and planned aircraft carriers.  This better suited the RN, as the Phantom had two engines (providing redundancy in the event of an engine failure), was cheaper than the P.1154, and was available immediately.  

In October 1964, a general election brought the Labour Party back into power. The new government undertook a defence review, which led to the cancellation of several projects, including both the P.1154 and the TSR-2 in early 1965, which was followed by the publication in February 1966 of a defence white paper. As a consequence, the government had to find alternatives to replace the Canberra and Hunter for the RAF.  To replace the Canberra in the long-range role (which was intended for the TSR-2), the General Dynamics F-111 was selected, with the intention that the RAF procure a new variant with a sizable amount of British technology incorporated; the roles undertaken by the Hunter (for which P.1154 was to have been procured) would be undertaken by a further purchase of F-4 Phantoms.

Partly as a means of maintaining employment in the British aerospace industry, agreement was reached that major portions of the UK's Phantoms would be built domestically. Hawker Siddeley Aviation was appointed as McDonnell's primary UK partner in January 1965, to be responsible for repair, maintenance, design and modification work on Phantoms for the RAF and RN at Brough Aerodrome.  Further work was delegated to BAC, at its Warton facility, and to Short Brothers in Belfast. 

The F-4J variant, which was then the primary version in service with the USN, was the basis for the UK aircraft, subject to major redesign.  The most significant change was the use of the larger and more powerful Rolls-Royce Spey turbofan in place of the General Electric J79 turbojet to allow operations from the RN's smaller carriers.  To accommodate the larger engines, BAC redesigned and built the entire rear fuselage section.  The Westinghouse AN/AWG-10 multi-mode radar carried by the F-4J was to be procured and built under licence by Ferranti.  Approximately half of the structure and equipment of the UK's Phantoms was produced by British manufacturers; all the components were then shipped to St. Louis for assembly by McDonnell.  The amount of British equipment installed was such that around 43% of the price of each airframe went to UK companies. The changes to the aircraft led to the two variants being given their own separate US series letters, the FAA version being designated as the F-4K and the RAF version as the F-4M. 

The RN was happy with the Phantom as its Sea Vixen replacement, given that the type had been operational in the fleet air defence role with the USN since 1961.  USN Phantoms had also successfully undertaken touch-and-go landings on  and , with Victorious able to successfully launch and recover USN Phantoms from the carrier  during her 1966 Far East deployment. The RAF was less enthusiastic, as the Phantom was not optimised for 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.

Initially, there was an intention to procure up to 400 aircraft for the RN and the RAF, but the development cost for the changes to accommodate the new engines and other equipment meant that the per-unit price eventually ended up more than twice the price of an F-4J. The estimate of the total cost of the project was £300 million in 1966; by the time the last aircraft had been delivered, the total cost of the procurement was £500 million, with £200 million spent on the elements of the aircraft produced in the UK. Due to government policy, the budget for the Phantom procurement was fixed, therefore these costs could not be evened out by a large production run and only 170 were ordered.

Operational history

Prototypes
The British Government initially ordered a total of four prototypes, designated as YF-4K and YF-4M, with two of each built. The first UK Phantom, a YF-4K, initially flew on 27 June 1966 at the McDonnell plant in St. Louis. This aircraft primarily tested the Spey turbofan engines and, as such, was not fitted with a full set of UK equipment. The second YF-4K made its maiden flight on 31 August 1966. The following year, the two YF-4M prototypes also flew for the first time, with all four aircraft primarily utilised as part of McDonnell's testing programme. In addition to the four prototypes, a pair of pre-production F-4K aircraft were also produced, which 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 six test aircraft remained with McDonnell until they were delivered to the UK in 1969 and 1970 for continued test work by the Aeroplane and Armament Experimental Establishment (A&AEE), Ministry of Defence Procurement Executive, Rolls-Royce, and BAC (and later its successor, British Aerospace).

F-4K Phantom FG.1

Royal Navy

On 1 July 1964, the Phantom was ordered for the Fleet Air Arm (FAA) to serve as the RN's primary fleet air defence aircraft, with a secondary strike capability. It was intended that these aircraft would operate from the decks of four aircraft carriers:  and  – both of which would be rebuilt to enable the operation of the aircraft – and at least two planned ships of what was known as CVA-01, a proposed new carrier design. 

The requirements for the intended force of four aircraft carriers meant that five Fleet Air Arm squadrons of Phantoms would be needed. However, following the change of government in October 1964, and the subsequent 1966 Defence White Paper, the new carriers were cancelled, and a gradual rundown of fixed-wing aviation in the Royal Navy was begun. This led to a reduction in the total order from 140 to 48, with options for another seven.  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 remaining 24 aircraft were to be used to form a training unit, and to provide a reserve pool in the event of aircraft losses.

The RN received its first F-4K Phantoms, which were given the British designation FG.1 in April 1968. These were assigned to 700P Naval Air Squadron (700P NAS), which was to serve as the Intensive Flying Trials Unit (IFTU). Upon completion of the successful flight trials, 767 Naval Air Squadron was commissioned in January 1969 as the FAA's operational conversion unit.  This was followed at the end of March 1969 by 892 Naval Air Squadron, which was commissioned as the RN's first operational Phantom unit.  During 892 NAS's initial work up, three of its aircraft were entered in the Daily Mail Trans-Atlantic Air Race, a competition to commemorate the 50th anniversary of the first trans-Atlantic flight.  One aircraft, crewed by Lt Commander Brian Davies and Lt Commander Pete Goddard, set a record of four hours and 46 minutes for the west to east crossing between Floyd Bennett Field in New York City and Wisley Airfield outside London, a record that stood for five years.

At the same time as the FAA was receiving its first aircraft, the A&AEE 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, while the second set of trials involved full catapult launch and arrested recovery.  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 from melting.

Ark Royal had entered refit to accommodate the Phantom in 1967; this involved the ship undergoing a major reconstruction, including several elements to allow operation of 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 to accommodate the Phantom's higher weight and landing speed; while bridle catchers and water-cooled JBDs were fitted.  Once this work was complete, Eagle was scheduled to undergo a similar modernisation. But, in 1968, the government announced plans to completely phase out fixed-wing aviation in the Royal Navy, decommissioning all of its aircraft carriers by 1972.  The intended refit of Eagle was cancelled, and the options for seven additional FG.1s were not taken up. As a consequence, it was decided to further reduce the FAA's Phantom fleet to 28 aircraft.

The 1970 change of government led to a reprieve for the FAA, as it was decided that the cost of refitting Ark Royal was too much for only two more years of use, which led to it being retained in service as the RN's sole aircraft carrier. As it was believed that 892 NAS would be the final carrier-based fixed-wing squadron to be commissioned into the FAA, their Phantoms each bore a capital Omega (Ω) letter on their tail fins, intended to symbolise their place at the end of the RN's era of fixed-wing aviation.

Ark Royal embarked 892 NAS as part of her air group for the first time in 1970, with 12 aircraft. The first operational use of the RN's Phantoms had been in 1969, when 892 NAS had embarked for training on the US aircraft carrier  in the Mediterranean, and had undertaken air defence missions alongside the ship's own F-4Js. This deployment showed the necessity for the modifications fitted to Ark Royal;  during the initial launches from Saratoga, the heat from the afterburners caused the deck plates to distort, leading to subsequent catapult launches being undertaken at reduced weight without the use of reheat.

During Ark Royals first three-year commission, 892 NAS, which had initially used RNAS Yeovilton in Somerset as its home base, moved to RAF Leuchars in Fife, Scotland where, during the periods when it was not embarked, it undertook Quick Reaction Alert (QRA) duties alongside No. 43 Squadron. At the same time, 767 NAS was disbanded as the RN's Phantom training unit; the squadron had been the joint training unit for both the FAA and the RAF in using the FG.1. In its place, an RAF-operated Phantom Training Flight was established at RAF Leuchars in August 1972. The Phantom served in the FAA until 1978, when Ark Royal was withdrawn from service, leaving no ship in the RN 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 at the end of the ship's final deployment. The squadron's aircraft were delivered to RAF St Athan in Glamorgan, south Wales, where they were handed over to the RAF. During the type's service with the RN, eight of the FAA's fleet of 28 aircraft were lost.

Royal Air Force
Following the cancellation of the planned refit of HMS Eagle to allow her to operate the Phantom, 20 airframes that had originally been ordered for the FAA were diverted to the RAF to serve in the air defence role.  At the time, the RAF's primary interceptor was the English Electric Lightning, which had comparatively poor range, loiter time, and weapons fit. These limitations 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. A new Phantom squadron was formed at RAF Leuchars, 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 had consequently better range and endurance; it was fitted with a more powerful radar; and it could carry more missiles (up to eight, compared to two for the Lightning).  On 1 September 1969, No. 43 Squadron was formed at Leuchars, operating as part of the UK's northern Quick Reaction Alert (QRA) zone alongside the Lightnings of No. 11 Squadron and No. 23 Squadron. In 1972, when 11 Squadron was redeployed to join No. 5 Squadron at RAF Binbrook, it was replaced at Leuchars by the RN Phantoms of 892 NAS.Jackson 1988, p. 62

Upon the withdrawal of HMS Ark Royal in 1978, the Phantoms of the FAA were handed over to the RAF and used to form a second squadron at Leuchars. At the time, No. 111 Squadron was stationed at Leuchars operating the FGR.2 version of the Phantom, having replaced No. 23 Squadron there in 1975. 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. Upon No. 111 Squadron's conversion to the FG.1, the Phantom Training Flight, which had been resident at Leuchars since 1972, was disbanded, and responsibility for all Phantom conversion training turned over to No. 228 Operational Conversion Unit (228 OCU).

Both RAF units retained the FG.1 until 1989 – on 31 July that year, No. 43 Squadron was stood down in preparation for conversion to the new Tornado F.3, which began with the arrival of the first examples two months later. Following the standing down of No. 43 Squadron, the FG.1s of No. 111 Squadron provided the sole QRA cover from Leuchars for the remainder of 1989 and into 1990, before being stood down on 31 January for conversion to the Tornado.Wright 2018, p. 51 Since the final withdrawal of the type from service, four complete FG.1 airframes, plus one of the YF-4K prototypes, have survived. The RAF lost eight of their FG.1s throughout the type's 20-year service.

F-4M Phantom FGR.2

Close air support
Following the cancellation of both the TSR-2 and P.1154 programmes, the RAF still needed an aircraft for the long-range strike, close air support, and reconnaissance roles.  Two aircraft types were ordered - the General Dynamics F-111K (a new variant specific for RAF use) for the long-range interdiction role, and the F-4M Phantom for close air support; though both aircraft were to be fitted for reconnaissance.  The F-111K was cancelled in 1968 due to increasing costs, but the order for 150 Phantoms went ahead alongside the Phantom order for the RN; the final 32 units of the RAF order were eventually cancelled. 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 relating to its use as a land-based rather than carrier-based aircraft.

The first RAF Phantom unit was No. 228 Operational Conversion Unit, which was stood up in August 1968.  The Phantom entered operational service as part of RAF Strike Command in May 1969, when No. 6 Squadron was formed at RAF Coningsby in the tactical strike role.  No. 54 Squadron was formed in September the same year, followed by No. 41 Squadron in 1972 as a tactical reconnaissance unit.  A further four squadrons were formed under the auspices of RAF Germany in 1970 and 1971: No. 2 Squadron, No. 14 Squadron, No. 17 Squadron, and No. 31 Squadron, all at RAF Brüggen.

Along with their conventional strike role, No. 14, No. 17, and No. 31 Squadrons were assigned a tactical nuclear strike role by Supreme Headquarters Allied Powers Europe (SACEUR), using weapons supplied by the United States.Norris 1994, p. 64.  After initial work-up, No. 2 Squadron 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.

In October 1970, the RAF ordered 165 examples of a new aircraft, the SEPECAT Jaguar, intended to fill both the tactical strike and reconnaissance missions, replacing the Phantom. The procurement of the Jaguar 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 procurement of the Blackburn Buccaneer, meant that it was possible to begin transferring Phantoms to operate purely as air defence interceptors. The first Phantom squadron to convert to the Jaguar was No. 6 Squadron on 1 October 1974, with the last, No. 41 Squadron, being declared operational in April 1977.

Air defence
In October 1974, No. 111 Squadron converted from the Lightning to the Phantom FGR.2, becoming the first unit to operate the variant in the air defence role.  As more Jaguars were delivered, Phantoms were released enabling existing Lightning squadrons to be converted;  No. 19 Squadron and No. 92 Squadron, the forward-deployed air defence units in West 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.  Three other UK based squadrons, No. 23, No. 29 and No. 56, were also converted between 1974 and 1976.  No. 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 RN's remaining airframes to the RAF.  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.

When Phantoms were first delivered to interceptor squadrons, they remained in the grey-green disruptive colouration camouflage scheme more associated with the strike and close air support missions they had originally undertaken.  During the late 1970s, the RAF began experimenting with new colours for its air defence units, and No. 56 Squadron was 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 (often referred to in the RAF as "barley grey"), combined with small, low-visibility roundels and markings.  Although the roundel remained in low-visibility colours, individual squadron markings eventually returned to more observable sizes and colours.

In May 1982, three Phantoms from No. 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 No. 1 Squadron, which were transiting to the war zone.  In October 1982, following the end of the conflict and the reconstruction of the runway, No. 29 Squadron detached nine of its aircraft to RAF Stanley, where they assumed responsibility for the air defence of the Falkland Islands from the Sea Harriers of 809 Naval Air Squadron, which had been operating from the aircraft carrier . In March 1983, No. 23 Squadron took up the role, remaining stationed there until October 1988. At that time, the squadron was returned to the UK to become a newly formed Tornado squadron - its role in the Falklands was taken up by No. 1435 Flight.

Initially, it was intended that Phantoms and Tornados would 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.  The intention was to retain a pair of UK based Phantom squadrons at RAF Wattisham until the early 2000s, alongside a pair of Tornado units at RAF Coningsby to provide air defence cover for the southern half of the UK Air Defence Region. Another two squadrons stationed in Germany would also be retained.  However, the end of the Cold War saw the Phantom withdrawn from service under the Options for Change defence review. This saw the disbanding of No. 228 Operational Conversion Unit in January 1991, with the Phantom Training Flight, which had previously operated FG.1 training between 1972 and 1978, re-established for twelve months to run refresher courses on the type.

As part of the gradual run down of the RAF's presence in Germany, the two forward-based units were to be disbanded, and there would also be a reduction in the number of air defence squadrons, leading to the two UK-based units being disbanded in late 1992.  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 aircraft from No. 19 and No. 92 Squadrons were forward deployed to provide air defence cover at RAF Akrotiri on Cyprus; this was to replace the Tornados that had been originally deployed there on exercise, and were subsequently sent to the Gulf region. Since the withdrawal of the FGR.2, a total of 12 complete airframes have survived. Over their service life, 38 FGR.2s were lost to accidents.

F-4J(UK) Phantom F.3

In 1982, following the deployment of a Phantom squadron to the Falkland Islands, the government decided that the resulting gap in the UK's air defences needed to be filled, and so sought to raise an additional interceptor squadron. Although, at that time, there were a large number of surplus Lightnings in storage, a lack of pilots qualified on the type prevented the formation of a third Lightning squadron, a proposal that had originally been mooted in 1979. So, in order to fill the gap resulting from the transfer of No. 23 Squadron to the South Atlantic, the government made the decision to purchase another squadron's worth of Phantoms. Because the aircraft in RAF service were a special production batch built to UK specifications, it was not possible to obtain identical aircraft, and so the RAF looked to versions of the Phantom that were as close as possible to their existing versions. Initially, the UK looked to procure a batch of F-4S aircraft - the F-4S was the most up to date version of the Phantom in service with the US Navy, having been produced through a programme to update the existing F-4J with new engines, hydraulics, electronics and modified wings. However, the US Navy couldn't at the time spare enough F-4S aircraft to allow the RAF to establish an entire squadron. So, as a fall back option, surplus US Navy and US Marine Corps F-4J aircraft were looked at instead, the F-4J being the variant from which the RAF's F-4Ks and F-4Ms were developed, and thus the closest available version to the British aircraft. Fifteen airframes, each with no more than 4,300 hours, were selected from among the best of the ex-USN F-4Js stored at the Aerospace Maintenance and Regeneration Center (colloquially known as "The Boneyard") at Davis–Monthan Air Force Base in Arizona.  However, three of the initially selected airframes had to be rejected, and were replaced with three alternatives. The 15 that were ultimately procured were extensively refurbished at the Naval Air Rework Facility (NAWF) at Naval Air Station North Island, and brought to a standard almost equivalent to the F-4S, the only differences being the absence of leading-edge slats and a helmet gun sight. Work began in September 1983, with the rollout of the first completed aircraft in August 1984. Two months later, sufficient numbers had arrived at RAF Wattisham in Suffolk to allow No. 74 Squadron, which had been designated as the new unit to operate the type, to be stood up. The squadron was declared operational on the new type on 31 December 1984. 

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 General Electric J79-10B turbojet.  Initially capable of carrying the AIM-7 Sparrow and AIM-9 Sidewinder air-to-air missiles (AAM), they were soon made compatible with the Skyflash  (a British development of the Sparrow) and the SUU-23/A gun pod, largely bringing them into line with the rest of the RAF's Phantoms.  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. However, much of this US equipment was eventually replaced when the fleet went through a refurbishment in 1989. As part of their initial refurbishment in 1983, the airframes also underwent painting - at the time, the RAF's interceptor force was being repainted in the air superiority grey colour that had been first used in 1978. However, the paint shop at the NAWF was unable to accurately replicate the barley grey colour, with the closest available in the US Navy's stores being a shade known as "flint grey". While two airframes received colour schemes close to the requirement, the majority ended with a different variation of the attempted colour scheme, which resembled a pale blue / duck-egg green in certain conditions.

Although the new Phantoms were assigned a British designation as the F.3, to avoid confusion with the incoming Tornado ADV (the definitive version of which was also designated F.3) they were generally referred to as the F-4J(UK).Davies 2016, p.30 Upon being declared operational, No. 74 Squadron remained stationed at RAF Wattisham, with its F-4J(UK) aircraft forming part of the UK's QRA force for the southern air defence identification zone alongside F-4M Phantoms of No. 56 Squadron. When they were procured, the 15 airframes were expected to have a five-year service lifespan; ultimately, the F.3 was retained through the transition to the Tornado, which began entering service in 1987, remaining in operation for seven years. 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 No. 74 Squadron, which meant that the F.3 was able to be withdrawn in January 1991. One of the last major tasks for the F.3 came in August 1990, when No. 74 Squadron provided aircraft to operate as adversaries for Tornado strike aircraft prior to their deployment as part of Operation Granby. A total of two complete F.3 airframes have survived following the type's withdrawal.  One of the 15 airframes was lost in a crash in 1987, killing both crew members.

Variations
Between the FG.1 and FGR.2
The Phantom FG.1 and FGR.2 as built were similar, being fitted with broadly the same turbofan jet engines and avionics, although there were minor differences.  The FG.1 was initially fitted with the Mark 201 version of the Rolls-Royce Spey, while the FGR.2 had the Mark 202; the Mark 201 had an unacceptable time lag between throttle movement and engine response, which was remedied in the 202.  The 201 was eventually upgraded to the Mark 203 version, which 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 RN's aircraft carriers.Hobbs 2020, p. 257  Both variants were fitted with a version of the same 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 the WE.177 free-fall nuclear weapon as required.  The AN/AWG-12 fitted to the FGR.2 did not need a folding radome. It had a better ground mapping mode, to take into account the strike role for which the type was originally procured; allied to a Ferranti inertial navigation/attack system (removed when the type converted to the air defence role).  Additionally, as the FGR.2 was procured to undertake the tactical reconnaissance mission, 30 airframes were specifically wired to allow carriage of the reconnaissance pod developed by EMI.  It was also configured to be able to control the SUU-23/A gun pod; FG.1s used by the RAF were also able to use the gun pod, but the RN's FG.1s lacked this capability.Davies 2016, p. 24.

Between British Phantoms and other Phantoms

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' rear fuselage had to be widened by . The position of the afterburner also meant that the rear of the fuselage had to be made deeper. The engine had higher mass flow rates which required the intakes to be enlarged by 20%, with a consequent increase in drag. To further increase airflow at lower speeds, auxiliary intake doors were fitted on the rear fuselage.

Performance estimates of the British Phantom compared 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.  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.  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.  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.

The small size of the aircraft carriers HMS Eagle and HMS Ark Royal, from which the RN's Phantoms were intended to operate, compared to the USN 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 higher landing weights (British policy was to bring back unused ordnance).  The F-4J featured a nosewheel oleo that extended by  to provide the correct take-off attitude for launch from American catapults.  The F-4K's nose wheel oleo extended by  to provide the required 9° take-off attitude due to the shorter and less powerful British 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 the aircraft during operation from the much smaller carriers of the Royal Navy.

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 of FG.1 and FGR.2 Phantoms in the mid-1970s, but not to the F.3, which retained the original RWR in fairings on the leading edges of the wings. The F.3 also retained its original AN/AWG-10 radar, which was upgraded to AN/AWG-10B standard as part of the procurement package; included in the radar system was an improved digital computer that provided enhanced search and tracking capabilities over the analogue computer fitted to the derived AN/AWG-11 and AN/AWG-12 units in the FG.1 and FGR.2, which made  it both clearer and more reliable. 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 and the SUU-23/A gun pod.

Aircraft production
Construction of the UK's Phantom fleet began with the test examples - two prototypes each of the FG.1 and FGR.2, plus a pair of pre-production FG.1 airframes - being rolled out during 1966 and early 1967. The first production model flew on 18 September 1967, while on 29 April 1968, the first three FG.1s were delivered to RNAS Yeovilton. The first FGR.2 arrived on 18 July 1968, with deliveries continuing throughout 1968 and 1969. The final Spey-powered Phantom to be delivered, an FGR.2, arrived at the end of October 1969, with 41 Squadron the final unit to form, standing up in April 1972. The fifteen F.3 aircraft formed part of an overall total of 522 F-4J Phantoms that were delivered to the US Navy and US Marine Corps. The selected airframes proved to be a mix of examples that had spent their entire service in the United States, including one that had served its entire career with VX-4, one of the US Navy's test squadrons, and aircraft that had seen combat during the Vietnam War. The first three F.3s arrived at RAF Wattisham on 30 August 1984, with the final examples delivered in January 1985.

The first batch of F-4 Phantoms produced for the United Kingdom received military serial registrations in the XT range, with a total of 44 production models (20 × FG.1 and 24 × FGR.2), as well as the four prototypes and two pre-production models being given XT serial numbers.  The bulk of the UK's specially built Phantoms were delivered with XV serials (28 × FG.1 and 94 × FGR.2), while the two cancelled sets of airframes (7 × FG.1 and 32 × FGR.2) also received XV numbers. The second-hand examples (15 × F.3) obtained in 1984 received serials in the ZE range.

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.

Other proposed Spey-powered Phantoms
McDonnell concluded that more power was needed than the J79 turbojet could provide to operate from the smaller decks of British carriers, and as a result, consulted Rolls-Royce about whether the RB-168 Spey turbofan, then in development for use in the Blackburn Buccaneer, could be fitted to the aircraft.  In 1960, McDonnell approached the Royal Air Force with its model number 98CJ, which was an F4H-1 (later F-4B) with various modifications, including the installation of the Spey Mk.101 turbofan. McDonnell continued studies, proposing afterburning Mk.101 engines in 1962, while trials of an F-4B fitted with an extendable nose wheel oleo took place aboard  in 1963.  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.

Variable-geometry Phantom

In 1966, McDonnell released a proposal for a variable-geometry (VG) version of the Phantom. This was intended as an entry to the Naval Fighter Experimental competition, intended to replace the failed F-111B program for a new fleet air defence fighter for the US Navy. This was unsuccessful, with the aircraft that ultimately became the F-14 Tomcat selected. However, the company persisted with its vision of a VG Phantom, which included a version that was offered to the RAF as a potential alternative to the AFVG aircraft then under development in a partnership between the UK and France. Although it shared a significant amount of commonality with the UK's versions of the Phantom, including the use of the Rolls-Royce Spey engine, the proposal was ultimately rejected as not offering sufficient increase in capability over the AFVG. The idea was resurrected when the RAF was looking to replace both the existing variants of the Phantom, as well as the Lightning, in the early 1970s – by this time the AFVG had been cancelled, but the new Multi-Role Combat Aircraft (MRCA) was under development. The lack of appreciable improvement in performance, combined with the potential that the MRCA development might be affected, saw the proposal rejected a second time.

RF-4M
A further proposal came after the order for the F-4M was being finalised, and was a result of the UK's need for an aircraft to perform the tactical reconnaissance role. Both the US Marine Corps (RF-4B) and the US Air Force (RF-4C) operated dedicated reconnaissance versions of the Phantom. However, neither of these was a viable option for the UK due to cost issues. So, McDonnell instead offered two options:
The standard F-4M fitted with a reconnaissance pod in place of the centreline external fuel tank;
A modified airframe, designated as RF-4M, with the reconnaissance equipment carried internally.

While the RF-4M would have been a dedicated reconnaissance version, it would have seen a  plug added to the nose radome to house the camera installation, compared to the  extension to the RF-4B and RF-4C. Although the RF-4M would have had some advantages, primarily in that it would have had greater range, as it would have been able to carry a centreline fuel tank, 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. Additionally, the installed reconnaissance equipment would have required the removal of the fire control system for the AIM-7 Sparrow missile, reducing the general capabilities of the aircraft. Ultimately, the RAF chose the standard F-4M and external pod, which allowed all of its aircraft to perform all designated roles.

F-4(HL)
Another McDonnell proposal was a variation of the carrier-based Phantom, with the goal of improving catapult performance and lowering approach speeds.  The F-4(HL), also known as Model 98HL, was planned as a Spey-powered aircraft with a longer fuselage and wingspan, 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.Lake 1992, p. 164

Replacement
Panavia Tornado
In the early 1970s, the RAF issued an Air Staff Requirement (ASR) for the development of a new interceptor intended to replace both the Phantom and the Lightning.  An early proposal was McDonnell Douglas's plan for a variable-geometry Phantom, which was ultimately rejected.  An alternative idea was to take the MRCA, which evolved into the Panavia Tornado, and develop an interceptor version.  The UK's partners in the MRCA project displayed no enthusiasm for this 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 Air Defence Variant (ADV) was issued in March 1976.  The initial plan was for the Tornado to replace the remaining two squadrons of Lightnings, as well as all seven squadrons of Phantoms.

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 issues; one proposal was the lease or purchase of McDonnell Douglas F-15 Eagles to re-equip No. 19 and No. 92 Squadrons, the units stationed in Germany.  Alternative proposals 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 fitting of the AI.24 Foxhunter radar developed for the Tornado, and the Skyflash air-to-air missile).

In the end, the F-15 option was not seriously considered, as it was felt there would not be time or cost savings over the Tornado ADV.  The Tornado ultimately replaced the Phantom in four squadrons; the two FG.1 units, plus two FGR.2 units (No. 23 and No. 29 Squadrons), while No. 56 and No. 74 Squadrons, and the two Germany based units (No. 19 and No. 92 Squadrons) retained the Phantom.

BAe Sea Harrier
In the 1970s, the RN 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, , 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.  This concept initially dated back to 1963, when the prototype Hawker Siddeley P.1127 Short Take-Off and Vertical Landing (STOVL) aircraft undertook initial landings aboard HMS Ark Royal, while three years later, a pre-production Hawker Siddeley Kestrel (which subsequently became the Harrier), conducted a series of extensive trials from , which proved the concept of using vertical landing aircraft aboard carriers.Dow 2014, p. 214  As a result, 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 handed over to the RAF, 800 Naval Air Squadron was formed as the first operational Sea Harrier squadron.

Aircraft that were replaced by and replaced 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.  In the RAF and RN, it was the direct replacement for four different aircraft types, across nine variants, in fifteen squadrons.  In turn, the Phantom was replaced by three different aircraft in thirteen squadrons in the RAF and RN.

Aircraft on display

The below list details the full list of aircraft that are still complete following the final retirement of the Phantom, none of which are in flying condition. Additionally, a number of airframes had their nose sections, containing cockpits, saved following disposal.

YF-4K (prototype)
XT596 — Fleet Air Arm Museum, RNAS Yeovilton, Somerset, England.
FG.1
XT597 — British Phantom Aviation Group, Kemble, Gloucestershire, England – under restoration; not on public display.
XT864 — Ulster Aviation Society, Maze-Long Kesh, Lisburn, Northern Ireland.
XV582 — South Wales Aviation Museum, St Athan, Wales.
XV586 — RNAS Yeovilton, Somerset, England – stored not on display.
FGR.2
XT891 — RAF Coningsby, Lincolnshire, England.
XT899 — Kbely Museum, Czech Republic.
XT905 — British Phantom Aviation Group, Kemble, Gloucestershire, England – under restoration; not on public display.
XT914 — Wattisham Airfield, Suffolk, England.
XV401 — Bentwaters Cold War Museum, Woodbridge, Suffolk, England.
XV406 — Solway Aviation Museum, Carlisle Airport, Cumbria, England.
XV408 — Tangmere Military Aviation Museum, West Sussex, England.
XV415 — RAF Boulmer, Alnwick, Northumberland, England.
XV424 — Royal Air Force Museum London, Colindale, London, England.
XV470 — RAF Akrotiri, Cyprus – stored and not on public display.
XV474 — Imperial War Museum Duxford, Cambridgeshire, England.
XV497 — Norfolk and Suffolk Aviation Museum, Flixton, Suffolk, England.
F.3
ZE359 — American Air Museum, Imperial War Museum Duxford, Cambridgeshire, England; painted in USN VF-74 Squadron markings.
ZE360 — British Phantom Aviation Group, Kemble, Gloucestershire, England – under restoration; not on public display.

In October 2019, the British Phantom Aviation Group (BPAG) announced plans to restore a number of the remaining Phantoms not on public display, with the aim of finding display locations for them. In partnership with the 74 Squadron Association, the BPAG obtained ZE360, a Phantom F.3 stored at the former Defence Fire Training and Development Centre at Manston in Kent, and one of only two remaining complete examples, with the ultimate goal of displaying it in its original RAF markings. The BPAG also obtained XT905, an FGR.2 that had been used as a training aid at North Luffenham in Rutland until 2013. The other planned restoration is of XT597, one of the two pre-production FG.1 aircraft that was used for its entire career by the A&AEE. By late 2024, all three airframes in the BPAG's collection had been moved to the group's new facility at Cotswold Airport, formerly RAF Kemble, in Gloucestershire.

OperatorsFG.1 Testing and evaluationAeroplane and Armament Experimental Establishment (A&AEE)
700P Naval Air Squadron – Fleet Air ArmAir defence892 Naval Air Squadron – Fleet Air Arm
No. 43 Squadron  – RAF Strike Command
No. 111 Squadron  – RAF Strike CommandTraining767 Naval Air Squadron – Operational Conversion Unit (FAA)
No. 64 (R) Squadron  – Operational Conversion Unit (RAF)
Phantom Training Flight  – Operational Conversion Unit (RAF) FGR.2 Close air support / tactical strikeNo. 6 Squadron – RAF Strike Command
No. 14 Squadron – RAF Germany
No. 17 Squadron – RAF Germany
No. 31 Squadron – RAF Germany
No. 54 Squadron – RAF Strike CommandTactical reconnaissanceNo. 2 Squadron – RAF Germany
No. 41 Squadron – RAF Strike CommandAir defenceNo. 19 Squadron – RAF Germany
No. 23 Squadron – RAF Strike Command
No. 29 Squadron – RAF Strike Command
No. 56 Squadron – RAF Strike Command
No. 74 Squadron – RAF Strike Command
No. 92 Squadron – RAF Germany
No. 111 Squadron – RAF Strike Command
No. 1435 Flight – British Forces Falkland IslandsTrainingNo. 64 (R) Squadron – Operational Conversion Unit
Phantom Training Flight – Refresher Training
 F.3Air defence'
No. 74 Squadron – RAF Strike Command

Specifications (F-4K)

The F.3 as delivered had a different equipment fit to the rest of the UK's Phantoms, and was longer, lighter, and faster at altitude.  The FG.1 and FGR.2 were broadly identical, with the only significant difference, aside from those already stated, being the ability of the FGR.2 to carry the dedicated reconnaissance pod built by EMI, and containing the following:
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

Phantom bases
The Royal Air Force 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 RNAS Yeovilton; following the disbanding of the FAA's dedicated training squadron, its sole operational Phantom squadron was subsequently moved to take up residence at the RAF's base at RAF Leuchars.

See also

Notes

Citations

Bibliography

 

United Kingdom
Royal Air Force
Fleet Air Arm
1960s British attack aircraft
1960s British fighter aircraft