Mayflower

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The Mayflower was the ship that transported mostly English Puritans and Separatists, collectively known today as the Pilgrims, from a site near the Mayflower Steps in Plymouth, England, to Massachusetts, in 1620.[1] There were 102 passengers and a crew of 25–30.

This voyage has become an iconic story in the earliest annals of American history with its tragic story of death and of survival in the harshest New World winter environment. The culmination of the voyage in the signing of the Mayflower Compact is one of the greatest moments in the story of America, providing the basis of the nation’s present form of democratic self-government and fundamental freedoms.

Mayflower in Plymouth Harbor by William Halsall (1882)
Name:	Mayflower
Owner:	Christopher Jones (¼ of the ship)
Operator:	Christopher Jones
Route:	numerous, but the most famous route is: Southampton to America
Maiden voyage:	Before 1609
Out of service:	1622-1624
Fate:	most probably taken apart by Rotherhithe shipbreaker c.1624.
General characteristics
Class & type:	Dutch cargo fluyt
Tonnage:	180 tons +
Length:	c. 80 – 90 ft. on deck, 100 – 110 ft. overall.
Decks:	Around 4
Propulsion:	Wind
Capacity:	Unknown, but carried c. 135 people during the historical voyage to Plymouth
Crew:	36-50

 

Early history

When and where the Mayflower of the Pilgrim voyage of 1620 was built is not known, but it is likely that she was launched at Harwich in the county of Essex, England, and although later known ‘of London’, she was designated as ‘of Harwich’ in the Port Books of 1609-11. Harwich was the birthplace of Mayflower master Christopher Jones about 1570.^[2]

The Mayflower was rated at 180 tons—meaning it had a hold that could accommodate 180 casks of rum or wine —and was about 100 feet in length. Since Captain Jones became master eleven years prior to the Mayflower Pilgrims’ voyage, the ship had sailed cross-Channel taking English woolens to France and bringing French wine to London. In addition to wine and wool, Jones had transported hats, hemp, Spanish salt, hops and vinegar to Norway and may have taken the Mayflower whaling in the North Atlantic in the Greenland area. It had traveled to Mediterranean ports, being then owned by Christopher Nichols, Robert Child, Thomas Short and Christopher Jones, the ship’s master. In 1620 Capt. Jones and Robert Child still owned their quarter shares in the ship, and it was from them that Thomas Weston chartered her in the summer of 1620 to undertake the Pilgrim voyage. Weston was deeply involved in the Mayflower voyage due to his membership in the investor group Merchant Adventurers, and eventually came to Plymouth Colony himself.^[3][4][5]

From the Port Books of England in the reign of James I (1603-1625), there were twenty-six vessels bearing the same name as the Pilgrim ship and the reason for such popularity has never been found.^[6]

A particular Mayflower that has caused historical confusion is a Mayflower erroneously named as the Mayflower of the 1620 Pilgrims. This particular ship was partly owned by John Vassall and was outfitted for Elizabeth I of England in 1588 during the time of the Spanish Armada, a war for which he outfitted several ships. There are no records of this Vassall Mayflower beyond 1594.^[7]

From records of the time, and to avoid confusion with the many other Mayflower ships, the identity of Captain Jones’ Mayflower is based on her home port, her tonnage (est. 180-200 tons), and the master’s name in 1620.^[6]

August 1609 records first note Christopher Jones as master and part owner of the Mayflower when his ship was chartered for a voyage from London to Drontheim (Trondheim) in Norway, and back to London. Due to bad weather, on her return, the ship lost an anchor and made short delivery of her cargo of herrings. Litigation was involved and was proceeding in 1612.

In a document of January 1611, Christopher Jones is described as being ‘of Harwich’, and his ship is called the Mayflower of Harwich (in Essex county). Records of Jones’ ship Mayflower have the ship twice in the Thames in London in 1613 – once in July and again in October and November.

Records of 1616 again state Jones’ ship was in the Thames and the noting of wine on board suggests the ship had recently been on a voyage to France, Spain, Portugal, the Canaries, or some other wine-producing country.

After 1616, there is no record which specifically relates to Jones’ Mayflower until 1624. This is unusual for a ship trading to London, as it would not usually disappear for such a long time from the records. There is no Admiralty court document relating to the pilgrim fathers’ voyage of 1620 that can be found. Perhaps the situation of the way the transfer of the pilgrims from Leyden to New England was arranged may account for this. Or possibly many of the records of the period have been lost.

Voyage

Mayflower arrived inside the tip of Cape Cod fishhook, 11 November/21 November 1620 (satellite photo, 1997)

The Mayflower embarked about sixty-five passengers in London at its homeport in the Rotherhithe district on the Thames about the middle of July in 1620. She then proceeded down the Thames into the English Channel and then on to the south coast to anchor at Southampton Water. There the Mayflower waited for seven days for a rendezvous on July 22 with the Speedwell, coming with Leiden church members from Delfshaven Holland.

About August 5, the two ships set sail. The unseaworthy Speedwell sprang a leak shortly after and the ships put into Dartmouth for repairs. After the repairs, a new start was made. They were more than two hundred miles beyond Land’s End at the southwestern tip of England when Speedwell sprang another leak. Since it was now early September, they had no choice but to abandon the Speedwell and make a determination on her passengers. This was a dire event, as the ship had wasted vital funds and was considered very important to the future success of their settlement in America. Soon after the Mayflower continued on her voyage to America, Speedwell was sold, refitted, and, according to Bradford, “made many voyages…to the great profit of her owners.” Bradford later assumed that the Speedwell master Mr. Reynolds’s “cunning and deceit” (in causing what may have been ‘man-made’ leaks in the ship) had been motivated by a fear of starving to death in America.^[8]

In addition to the 102 passengers, the officers and crew consisted of about 50 persons, including about 36 men before the mast, bringing the total persons on board the Mayflower to about one hundred and fifty.^[9]

In early September, western gales begin to make the North Atlantic a dangerous place for sailing. The Mayflower’s provisions, already quite low when departing Southampton, became much less by delays of more than of a month, and the passengers, having been aboard ship for all this time, were quite worn out by then and in no condition for a very taxing lengthy Atlantic journey cooped up in cramped spaces in a small ship. But on September 6, 1620, the Mayflower sailed from Plymouth with what Bradford called “a prosperous wind.”^[10]

Tradition has it that the last port in England for the Mayflower was actually not Plymouth but Newlyn in Cornwall on the Land’s End peninsula when it was found that the water picked up at Plymouth was contaminated. Scholarly works do not mention this stop, but Newlyn has a plaque to this effect on its quay. Only the year “1620″ is provided, with no date.^[11]

Aboard the Mayflower were many stores that supplied the pilgrims with the essentials needed for their journey and future lives. It is assumed that among these stores, they would have carried tools and weapons, including cannon, shot, and gunpowder; as well as some live animals, including dogs, sheep, goats, and poultry. Horses and cattle would come later. The Mayflower would also carry two boats: a long boat and a “shallop”, a twenty-one foot boat powered by oars or sails. She also carried twelve artillery pieces (eight minions and four sakers), as the Pilgrims feared they might need to defend themselves against enemy European forces, as well as the Natives.^[12]

The Mayflower Memorial in Southampton

For more details on acquisition of the ship and the planning of the voyage, see Pilgrims (Plymouth Colony).

The passage was a miserable one, with huge waves constantly crashing against the ship’s topside deck until a key structural support timber fractured. The passengers, who had already suffered agonizing delays, shortages of food and of other supplies, now were called upon to provide assistance to the ship’s carpenter in repairing the fractured main support beam. This was repaired with the use of a metal mechanical device called a jackscrew, which had been loaded on board to help in the construction of settler homes and now was used to secure the beam to keep it from cracking further, making the ship seaworthy enough.^[12][13]

The crew of the Mayflower had some devices to assist them enroute such as a compass for navigation as well as a log and line system to measure speed in nautical miles per hour or “knots.” Time was measured with an ancient method – an hour glass.

There were two deaths, but this was only a precursor of what happened after their arrival in Cape Cod, where almost half the company would die in the first winter.^[14]

On November 9/19, 1620, they sighted land, which was present-day Cape Cod. After several days of trying to sail south to their planned destination of the Colony of Virginia where they had already obtained permission from the Company of Merchant Adventurers to settle, strong winter seas forced them to return to the harbor at Cape Cod hook, well north of the intended area^[15] where they anchored on November 11/21. To establish legal order and to quell increasing strife within the ranks, the settlers wrote and signed the Mayflower Compact after the ship dropped anchor at the tip of Cape Cod on November 11/21, in what is now Provincetown Harbor.^{[16][14][17][18]}

On Monday November 27, an exploring expedition was launched under the direction of Capt. Christopher Jones to search for a suitable settlement site. As master of the Mayflower, Jones was not required to assist in the search, but he apparently thought it in his best interest to assist the search expedition. There were thirty-four persons in the open shallop – twenty-four passengers and ten sailors. They were obviously not prepared for the bitter winter weather they encountered on their reconnoiter, the Mayflower passengers not being accustomed to winter weather much colder than back home. Due to the bad weather encountered on the expedition, they were forced to spend the night ashore ill-clad in below-freezing temperatures with wet shoes and stockings that became frozen. Bradford wrote “(s)ome of our people that are dead took the original of their death here”.^[19]

The settlers explored the snow-covered area and discovered an empty native village, now known as Corn Hill in Truro. The curious settlers dug up some artificially made mounds, some of which stored corn, while others were burial sites. Nathaniel Philbrick claims that the settlers stole the corn and looted and desecrated the graves,^[20] sparking friction with the locals.^[21] Philbrick goes on to say that, as they moved down the coast to what is now Eastham, they explored the area of Cape Cod for several weeks, looting and stealing native stores as they went.^[22] He then writes about how they decided to relocate to Plymouth after a difficult encounter with the local native, the Nausets, at First Encounter Beach, in December 1620.

However, Bradford’s History of Plymouth Plantation records that they took “some” of the corn to show the others back at the boat, leaving the rest. Then later they took what they needed from another store of grain, paying the locals back in six months, and it was gladly received.

Also there was found more of their corn and of their beans of various colors; the corn and beans they brought away, purposing to give them full satisfaction when they should meet with any of them as, about some six months afterward they did, to their good content.^[23]

During the winter, the passengers remained on board the Mayflower, suffering an outbreak of a contagious disease described as a mixture of scurvy, pneumonia and tuberculosis. When it ended, there were only 53 passengers, just over half, still alive. Likewise, half of the crew died as well. In the spring, they built huts ashore, and on March 21/31, 1621, the surviving passengers disembarked from the Mayflower.

Due to the fear of Indian attack, in late February 1621 the settlers decided to mount “our great ordnances” on the hill overlooking the settlement. Christopher Jones supervised the transportation of the “great guns” – about six iron cannons that ranged between four and eight feet in length and weighed almost half a ton. The cannon were able to hurl iron balls 3 ½ inches in diameter as far as 1,700 yards. This action made what was no more than a ramshackle village almost into a well-defended fortress.^[24]

Jones had originally planned to return to England as soon as the Pilgrims found a settlement site. But after his crew members began to be ravaged by the same diseases that were felling the Pilgrims, he realized he had to remain in Plymouth Harbor “till he saw his men began to recover.”^[25] The Mayflower lay in New Plymouth harbor through the winter of 1620-1. On April 5/15, 1621 the Mayflower, her empty hold ballasted with stones from the Plymouth Harbor shore, set sail for England. As with the Pilgrims, her sailors had been decimated by disease. Jones had lost his boatswain, his gunner, three quartermasters, the cook, and more than a dozen sailors. The Mayflower made excellent time on her voyage back to England. The westerlies that had buffeted her coming out pushed her along going home and she arrived at the home port of Rotherhithe in London on May 6/16, 1621,^[26] – less than half the time it had taken her to sail to America.”^[27]

Jones died after coming back from a voyage to France on March 5, 1622, at about age 52. It is suggested that his journey to the New World may have taken its toll on him. For the next two years, the Mayflower lay at her berth in Rotherhithe, not far from the grave of Captain Jones at St. Mary’s church there. By 1624, the Mayflower was no longer useful as a ship and although her subsequent fate is unknown, she was probably broken up about that time. The Mayflower was the final casualty of a voyage that had cost her master, Christopher Jones, everything he could give.^[28]

Passengers

For more details on the passenger list, see List of passengers on the Mayflower.

Some families traveled together, while some men came alone, leaving families in England and Leiden. Two wives on board were pregnant – Elizabeth Hopkins gave birth to a son Oceanus while at sea and Susanna White gave birth to a son Peregrine in late November while the ship was anchored in Cape Cod Harbor. He is historically recognized as the first European child born in the New England area. One child died during the voyage, and there was one stillbirth during the construction of the colony.

Many of the passengers were Pilgrims fleeing persistent religious persecution, but some were hired hands, servants, or farmers recruited by London merchants, all originally destined for the Colony of Virginia. Four of this latter group of passengers were small children given into the care of Mayflower pilgrims as indentured servants. The Virginia Company began the transportation of children in 1618.^[29] Until relatively recently, the children were thought to be orphans, foundlings or involuntary child labor. At that time, children were routinely rounded up from the streets of London or taken from poor families receiving church relief to be used as laborers in the colonies. Any legal objections to the involuntary transportation of the children were over-ridden by the Privy Council.^[30][31] In 1959 it was conclusively shown^[32] that the four More children were sent to America because they were deemed illegitimate, and a source of later historical controversy in England. Three of the four children died in the first winter in the New World, but the survivor, Richard More, lived to be approximately 81, dying in Salem, probably in 1695 or 1696.^[33]

The passengers mostly slept and lived in the low-ceilinged great cabins. These cabins were thin-walled and extremely cramped. The cabin area was 25 feet by 15 at its largest, and on the main deck, which was 75 by 20 at the most. Below decks, any person over five feet tall would be unable to stand up straight. The maximum possible space for each person would have been slightly less than the size of a standard single bed.^[34] The Mayflower passengers were the earliest permanent European settlers in New England, referring to themselves as “First Comers”. They lived in the perilous times of what was called “The Ancient Beginnings” of the New World adventure.^[35]

Passengers would pass the time by reading by candlelight or playing cards and games like Nine Men’s Morris.^[12] Meals on board were cooked by the firebox, which was an iron tray with sand in it on which a fire was built. This was risky because it was kept in the waist of the ship. Passengers made their own meals from rations that were issued daily and food was cooked for a group at a time.^[34]

Upon arrival late in the year, the harsh climate and scarcity of fresh food caused many more deaths. Due to the delay in departure, provisions were short. Living in these extremely close and crowded quarters, several passengers experienced scurvy, a disease caused by a lack of the essential nutrient vitamin C. There was no way to store fruits or vegetables without their becoming rotten, so many passengers did not receive enough nutrients in their diets. Passengers with scurvy experienced symptoms such as rotten teeth, which would fall out; bleeding gums, and stinking breath.^[36]

Passengers consumed large amounts of alcohol such as beer with meals which was known to be safer than water, which often came from polluted sources causing diseases. All food and drink was stored in barrels known as “hogsheads”.^[36]

William Mullins took 126 pairs of shoes and 13 pairs of boots. These clothes included: oiled leather and canvas suits, stuff gowns and leather and stuff breeches, shirts, jerkins, doublets, neckcloths, hats and caps, hose, stockings, belts, piece goods, and haberdasherie. At his death, Mullins estate consisting of extensive footwear and other items of clothing made his daughter Priscilla and her husband John Alden quite prosperous.^[12][37][38]

No cattle or beasts of draft or burden were brought on the journey, but there were pigs, goats, and poultry. Some passengers brought family pets such as cats and birds. Peter Browne took his large bitch mastiff and John Goodman brought along his spaniel.^[12]

Mayflower officers, crew and others

Per author Charles Banks, the officers and crew of the Mayflower consisted of a captain, four mates, four quartermasters, surgeon, carpenter, cooper, cooks, boatswains, gunners and about thirty-six men before the mast, making a total of fifty. The entire crew stayed with the Mayflower in Plymouth through the winter of 1620-1621. During that time, about half of the crew died. The crewmen that survived returned on the Mayflower which sailed for London on April 5 1621.^[39][40]

Crew members per various sources

Per author Charles Banks the crew totaled 36 men before the mast and 14 officers, making a total of 50. Author Nathaniel Philbrick estimates between 20 and 30 sailors in her crew whose names are unknown. Author Nick Bunker states that Mayflower had a crew that was at least seventeen in number and possibly as much as thirty. Author Caleb Johnson states that the ship carried a crew of about thirty men, but the exact number is unknown.^{[41][42][43][44]}

Officers and crew

• Captain – Christopher Jones. About age 50, of Harwich, a seaport in Essex, England, which was also the port of his ship Mayflower. He and his ship were veterans of the European cargo business, often carrying wine to England, but neither had ever crossed the Atlantic. By June 1620, he and the Mayflower had been hired for the Pilgrims voyage by their business agents in London, Thomas Weston of the Merchant Adventurers and Robert Cushman.^[45][46]


• Masters Mate – John Clark (Clarke), Pilot. By age 45 in 1620, Clark already had greater adventures than most other mariners of that dangerous era. His piloting career began in England about 1609. In early 1611 he was pilot of a 300-ton ship on his first New World voyage with a three-ship convoy sailing from London to the new settlement of Jamestown in Virginia. Two other ships were in that convoy; altogether the three ships brought 300 new settlers to Jamestown, going first to the Caribbean islands of Dominica and Nevis. While in Jamestown, Clark piloted ships in the area carrying various stores. During that time he was taken prisoner in a confrontation with the Spanish and taken to Havana and held for two years then transferred to Spain where he was in custody for five years. In 1616 he was finally freed in a prisoner exchange with England. In 1618 he was back in Jamestown as pilot of the ship Falcon. Shortly after his return to England, he was hired as pilot for the Mayflower in 1620.^{[47][42][48][49]}


• Masters Mate – Robert Coppin, Pilot. Prior New World experience. An early investor in the Virginia Company being named in the Second Virginia Charter of 1609. Possibly from Harwich in Essex, the hometown of Captain Jones. Previously hunted whales in NewFoundland and sailed coast of New England.^[47][50][51]


• Masters Mate – Andrew Williamson


• Masters Mate – John Parker^[47]


• Surgeon – Doctor Giles Heale. The surgeon on board the Mayflower was never mentioned by Bradford but his identify was well established. He was essential in providing comfort to all who died or were made ill that first winter and was a witness to the death of William Mullins. He was a young man from Drury Lane in the parish of St. Giles in the Field, London, who had just completed, in the previous year, his apprenticeship with the Barber-Surgeons. On February 21, 1621, he was a witness to the death-bed will of William Mullins. He survived the first winter, returned to London on the Mayflower in April 1621, where began his medical practice working as a surgeon until his death in 1653.^[52][53][54]


• Cooper – John Alden. A 21 year-old from Harwich in Essex and a distant relative of Captain Jones. Hired on apparently while the Mayflower was anchored at Southampton Waters. He was responsible for maintaining the ship’s barrels, known as hogsheads. The hogsheads were critical to the passengers survival and held the only source of food and drink while at sea, and tending them was a job which required a crew members attention. Bradford noted that Alden was “left to his own liking to go or stay” in Plymouth rather than return with the ship to England. He decided to remain.^[55][56]


• Quartermaster – (names unknown) – 4 men. These men were in charge of maintaining the ship’s cargo hold as well as the crew’s hours for standing watch. Some of the “before the mast” crewmen may also have been in this section. These quartermasters were also responsible for fishing and maintain all fishing supplies as well as harpoons. The names of the quartermasters are unknown but it is known that three of the four men died the first winter.^[47][49]


• Cook – (name unknown). He was responsible for preparing the crews meals and maintaining all food supplies and the cook room which was typically located in the ship’s forecastle (front end). The unnamed cook died the first winter.^[57]


• Master Gunner – (name unknown). In charge of the ship’s cannons and for maintaining the ship’s guns, ammunition and powder. Some of those “before the mast” were likely in his charge. Although unknown by name, he is recorded as going on an exploration on December 6 1620. He was remembered as being “sick unto death and so remained all that day, and the next night.” He died later that winter.^[58]


• Boatswain – (name unknown). He was the person in charge of the ships rigging and sails as well as ship’s anchors. He was also in charge of the ship’s longboat. The majority of the crew members “before the mast” were most likely under his supervision working the sails and rigging. The operation of the ship’s shallop, a light open boat with oars or sails, was also probably under his control (see seaman Thomas English). William Bradford’s comment about the boatswain: “..the boatswain…was a proud young man, who would often curse and scoff at the passengers, but when he grew weak they had compassion on him and helped him.” But despite such assistance, the unnamed boatswain died the first winter.^[57]


• Carpenter – (name unknown). He was responsible for making sure the hull was well-caulked and the masts were in good order. He was the person responsible for maintaining all areas of the ship in good condition and being a general repairman. He also maintained the tools and all necessary items to perform his carpentry tasks. The name of the Mayflower carpenter is unknown, but his tasks were quite important to the safety and seaworthiness of the ship.^[47][59]


• Swabber – (various crewmen). Lowliest position on the ship and responsible for cleaning (or “swabbing”) the decks. The swabber usually had an assistant who was responsible for cleaning the ships beakhead (extreme front-end), which was also the crew’s toilet. In the tradition of the sea, each Monday a crew member was appointed the “liar” or swabber assistant. This person was the first person caught telling a lie the previous week wherein the crew would harass him around the main mast with calls of “liar, liar.”^[57]

Known Mayflower seamen

• John Allerton – A Mayflower seaman who was hired by the company as labor to help in the Colony during the first year. Then to return to Leiden to help other church members seeking to travel to America. He signed the Mayflower Compact. He was a seaman on ship’s shallop with Thomas English on exploration of December 6, 1620. Died sometime before the Mayflower returned to England in April 1621. ^[60][61]


• ____ Ely – A Mayflower seaman, who was contracted to stay for a year, which he did. He returned to England with fellow crewman William Trevor on the Fortune in December 1621. Genealogist Dr. Jeremy Bangs believes his name was either John or Christopher Ely, or Ellis, who are documented in Leiden, Holland.^[62]


• Thomas English – A Mayflower seaman who was hired to be the master of the shallop (see Boatswain) and to be part of the company. He signed the Mayflower Compact. Seaman on ship’s shallop with John Allerton on exploration of December 6, 1620. Died sometime before the departure of the Mayflower for England in April 1621. He appeared in Leiden records as “Thomas England.”^[63][64]


• William Trevore (Trevor) – A Mayflower seaman who was hired to remain in Plymouth for one year. One reason for his hiring was his prior New World experience. He was one of those seaman to crew the shallop used in coastal trading. He returned to England with _____ Ely and others on the Fortune in December 1621. In 1623 Robert Cushman noted that Trevor reported to the Adventurers about what he saw in the New World. He did at some time return as master of a ship and was recorded living in Massachusetts Bay Colony in April 1650. ^[65][66][67]

Unidentified passenger

• “Master” Leaver – Another passenger not mentioned by Bradford is a person called “Master” Leaver. He was named in Mourt’s Relation, London 1622, under a date of January 12, 1621 as a leader of an expedition to rescue to Pilgrims lost in the forest for several days while searching for housing-roof thatch. It is unknown in what capacity he came to the Mayflower and his given name is unknown. The title of “Master” indicates he was a person of some authority and prominence in the company. He may have been a principal officer of the Mayflower and since no more is known of him he may have returned to England on the Mayflower’s April 1621 voyage or died of the illnesses that affected so many that first winter.^[68]

Later history

On May 4, 1624, two years after Captain Jones’ death in 1622, an application was made to the Admiralty court for an appraisal of the Mayflower by three of her owners including Jones’ widow, Mrs. Josian (Joan) Jones. This appraisal probably was made to determine the valuation of the ship for the purpose of settling the estate of its late master. The appraisal was made by four mariners and shipwrights of Rotherhithe, home and burial place of Captain Jones, where the Mayflower was apparently then lying in the Thames at London. The appraisement is extant and provides information on ship’s gear on board at that time as well as equipment such as muskets and other arms. The ship may have been laid up since Jones’ death and allowed to get out of repair, as that is what the appraisal indicates.^[6][69]

What finally became of the Mayflower is an unsettled issue. Per Banks, an English historian of the Pilgrim ship, claims that this historic ship was finally broken up, with her timbers used in the construction of a barn at Jordans village in Buckinghamshire. At the present time, within the grounds of Old Jordan in South Buckinghamshire is what tradition calls the Mayflower Barn. In 1624 Thomas Russell supposedly added to part of a farmhouse already there with timbers from a ship, believed to be from the Pilgrim ship ‘Mayflower’, bought from a shipbreaker’s yard in Rotherhithe. The well-preserved structure is a present-day tourist attraction, receiving visitors each year from all over the world and particularly from America.^[6]

Second Mayflower

Another ship called the Mayflower made a voyage from London to Plymouth Colony in 1629 carrying 35 passengers, many from the Pilgrim congregation in Leiden that organized the first voyage. This was not the same ship that made the original voyage with the first settlers. This voyage began in May and reached Plymouth in August. This ship also made the crossing from England to America in 1630, 1633, 1634, and 1639. It attempted the trip again in 1641, departing London in October of that year under master John Cole, with 140 passengers bound for Virginia. It never arrived. On October 18, 1642 a deposition was made in England regarding the loss.^[70]

Place in history

The Pilgrim ship Mayflower has a famous place in American history as a symbol of early European colonization of the future United States.^[71]

The main record for the voyage of the Mayflower and the disposition of the Plymouth Colony comes from the letters and journal of William Bradford, who was a guiding force and later the governor of the colony.

Mayflower

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

The Phantom is a large fighter with a top speed of over Mach 2.2. It can carry over 18,000 pounds (8,400 kg) of weapons on nine external hardpoints, including air-to-air missiles, air-to-ground missiles, and various bombs. The F-4, like other interceptors of its time, was designed without an internal cannon. Later models incorporated a M61 Vulcan rotary cannon. Beginning in 1959 it set 15 world records for in-flight performance,[3] including an absolute speed record, and an absolute altitude record.[4]

During the Vietnam War the F-4 was used extensively; it served as the principal air superiority fighter for both the navy and air force, and became important in the ground-attack and reconnaissance roles late in the war. The Phantom has the distinction of being the last U.S. fighter flown to attain ace status in the 20th century. During the Vietnam War the USAF had one pilot and two weapon systems officers (WSOs),[5] and the US Navy one pilot and one radar intercept officer (RIO), achieve five aerial kills against other enemy fighter aircraft and become aces in air-to-air combat.[6] The F-4 continued to form a major part of U.S. military air power throughout the 1970s and 1980s, being gradually replaced by more modern aircraft such as the F-15 Eagle and F-16 in the U.S. Air Force; the Grumman F-14 Tomcat in the U.S. Navy and the F/A-18 Hornet in the U.S. Navy and U.S. Marine Corps.

The F-4 Phantom II remained in use by the U.S. in the reconnaissance and Wild Weasel (suppression of enemy air defenses) roles in the 1991 Gulf War, finally leaving service in 1996.[7][8] It was also the only aircraft used by both U.S. flight demonstration teams: the USAF Thunderbirds (F-4E) and the US Navy Blue Angels (F-4J).[2][9][10] The F-4 was also operated by the armed forces of 11 other nations. Israeli Phantoms saw extensive combat in several Arab–Israeli conflicts, while Iran used its large fleet of Phantoms in the Iran–Iraq War. Phantoms remain in front line service with seven countries, and in use as an unmanned target in the U.S. Air Force.[11] Phantom production ran from 1958 to 1981, with a total of 5,195 built, making it the most numerous American supersonic military aircraft.[2][12]

F-4 Phantom II
A U.S. Marine F-4B Phantom II of fighter-attack squadron VMFA-314, the Black Knights, flying over South Vietnam in September 1968.
Role	Interceptor fighter, fighter-bomber
National origin	United States
Manufacturer	McDonnell Aircraft / McDonnell Douglas
First flight	27 May 1958
Introduction	30 December 1960
Retired	1996 (US combat use) 2002 (Spain) 30 June 2013 (Germany)
Status	In service as of 2014
Primary users	United States Air Force (target drone use) United States Navy (former) United States Marine Corps (former) Turkish Air Force
Produced	1958–1981
Number built	5,195
Unit cost	New build F-4E in FY1965: US$2.4 million

Development

Origins

The McDonnell F3H-G/H mockup, 1954

In 1952, McDonnell’s Chief of Aerodynamics, Dave Lewis, was appointed by CEO Jim McDonnell to be the company’s preliminary design manager.^[13] With no new aircraft competitions on the horizon, internal studies concluded the navy had the greatest need for a new and different aircraft type: an attack fighter.^[14]

In 1953, McDonnell Aircraft began work on revising its F3H Demon naval fighter, seeking expanded capabilities and better performance. The company developed several projects including a variant powered by a Wright J67 engine,^[15] and variants powered by two Wright J65 engines, or two General Electric J79 engines.^[16] The J79-powered version promised a top speed of Mach 1.97. On 19 September 1953, McDonnell approached the United States Navy with a proposal for the “Super Demon”. Uniquely, the aircraft was to be modular—it could be fitted with one- or two-seat noses for different missions, with different nose cones to accommodate radar, photo cameras, four 20 mm (.79 in) cannon, or 56 FFAR unguided rockets in addition to the nine hardpoints under the wings and the fuselage. The navy was sufficiently interested to order a full-scale mock-up of the F3H-G/H, but felt that the upcoming Grumman XF9F-9 and Vought XF8U-1 already satisfied the need for a supersonic fighter.^[17]

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

XF4H-1 prototype

The XF4H-1 was designed to carry four semi-recessed AAM-N-6 Sparrow III radar-guided missiles, and to be powered by two J79-GE-8 engines. As in the McDonnell F-101 Voodoo, the engines sat low in the fuselage to maximize internal fuel capacity and ingested air through fixed geometry intakes. The thin-section wing had a leading edge sweep of 45° and was equipped with a boundary layer control system for better low-speed handling.^[18]

An F4H-1F aboard Independence.

Wind tunnel testing had revealed lateral instability requiring the addition of 5° dihedral to the wings.^[19] To avoid redesigning the titanium central section of the aircraft, McDonnell engineers angled up only the outer portions of the wings by 12°, which averaged to the required 5° over the entire wingspan. The wings also received the distinctive “dogtooth” for improved control at high angles of attack. The all-moving tailplane was given 23° of anhedral to improve control at high angles of attack while still keeping the tailplane clear of the engine exhaust.^[18] In addition, air intakes were equipped with movable ramps to regulate airflow to the engines at supersonic speeds. All-weather intercept capability was achieved thanks to the AN/APQ-50 radar. To accommodate carrier operations, the landing gear was designed to withstand landings with a sink rate of 23 ft/s (7 m/s), while the nose strut could extend by some 20 in (50 cm) to increase angle of attack at takeoff.^[19]

On 25 July 1955, the navy ordered two XF4H-1 test aircraft and five YF4H-1 pre-production fighters. The Phantom made its maiden flight on 27 May 1958 with Robert C. Little at the controls. A hydraulic problem precluded retraction of the landing gear but subsequent flights went more smoothly. Early testing resulted in redesign of the air intakes, including the distinctive addition of 12,500 holes to “bleed off” the slow-moving boundary layer air from the surface of each intake ramp. The aircraft soon squared off against the XF8U-3 Crusader III. Due to operator workload, the navy wanted a two-seat aircraft and on 17 December 1958 the F4H was declared a winner. Delays with the J79-GE-8 engines meant that the first production aircraft were fitted with J79-GE-2 and −2A engines, each having 16,100 lbf (71.8 kN) of afterburning thrust. In 1959, the Phantom began carrier suitability trials with the first complete launch-recovery cycle performed on 15 February 1960 from Independence.^[19]

There were proposals to name the F4H “Satan” and “Mithras”, the Persian god of light.^[20] In the end, the aircraft was given the less controversial name “Phantom II”, the first “Phantom” being another McDonnell jet fighter, the FH-1 Phantom. The Phantom II was briefly given the designation F-110A and the name “Spectre” by the USAF, but neither name was used.^[21]

Production

Early in production, the radar was upgraded to a larger Westinghouse AN/APQ-72, necessitating the bulbous nose, and the canopy was reworked to improve visibility and make the rear cockpit less claustrophobic.^[22] During its career the Phantom underwent many changes in the form of numerous variants developed.

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

The USAF received Phantoms as the result of Defense Secretary Robert McNamara’s push to create a unified fighter for all branches of the military. After an F-4B won the “Operation Highspeed” fly-off against the Convair F-106 Delta Dart, the USAF borrowed two Naval F-4Bs, temporarily designating them F-110A “Spectre” in January 1962, and developed requirements for their own version. Unlike the navy’s focus on interception, the USAF emphasized a fighter-bomber role. With McNamara’s unification of designations on 18 September 1962, the Phantom became the F-4 with the naval version designated F-4B and USAF F-4C. The first air force Phantom flew on 27 May 1963, exceeding Mach 2 on its maiden flight.^[23]

The USN operated the F4H-1 (re-designated F-4A in 1962) with J-79-GE-2 and -2A engines of 16,100 lbf (71.62 kN) thrust and later builds receiving -8 engines. A total of 45 F-4A’s were built and none saw combat and most ended up as test or training aircraft.^[24] The USN and USMC received the first definitive Phantom, the F-4B which was equipped with the Westinghouse APQ-72 radar (pulse only), an Texas Instruments AAA-4 IRST pod under the nose, an AJB-3 nuclear weapons delivery system and powered by J-79-GE-8,-8A and -8B engines of 10,900 lbf (4944 kg) dry and 16,950 lbf (75.4 kN) afterburner (reheat) with the first flight on 25 March 1961. 649 F-4B’s were built with deliveries beginning in 1961 and VF-121 Pacemakers receiving the first examples at NAS Miramar.^[24] The F-4J with delivery begun in 1966 and ended in 1972 with 522 built.^[25] It was equipped with J-79-GE-10 engines of 17,844 lbf (79.374 kN) thrust, the Westinghouse AWG-10 Fire Control (the world’s first operational Look Down Shoot Down Pulse Doppler radar), a new integrated missile control system and expanded ground attack capability. The F-4N (updated F-4B’s) with smokeless engines and F-4J aerodynamic improvements started in 1972 with 226 converted by 1978. The F-4S (updated F-4J’s) with J-79-GE-17 smokeless engines of 17,900 lbf (79.379 kN), AWG-10B radar with digitized circuitry for improved performance and reliability, Honeywell VTAS (Visual Target Acquisition Set) with helmet sight, classified avionics improvements, airframe reinforcement and leading edge slats for enhanced maneuvering.^[26] The USMC also operated the RF-4B with reconnaissance cameras with 46 built.^[27]

Phantom II production ended in the United States in 1979 after 5,195 had been built (5,057 by McDonnell Douglas and 138 in Japan by Mitsubishi).^[2] Of these, 2,874 went to the USAF, 1,264 to the navy and marine corps, and the rest to foreign customers.^[2] The last U.S.-built F-4 went to South Korea, while the last F-4 built was an F-4EJ built by Mitsubishi Heavy Industries in Japan and delivered on 20 May 1981.^[28] As of 2008, 631 Phantoms were in service worldwide,^[29] while the Phantom also remains in use as a target drone operated by the U.S. military.

World records

Transcontinental “Operation LANA” in 1961

To show off their new fighter, the navy led a series of record-breaking flights early in Phantom development:^[2] All in all, the Phantom set 16 world records. With the exception of Skyburner, all records were achieved in unmodified production aircraft. Five of the speed records remained unbeaten until the F-15 Eagle appeared in 1975.^[3]

• Operation Top Flight: On 6 December 1959, the second XF4H-1 performed a zoom climb to a world record 98,557 ft (30,040 m).^[4] The previous record of 94,658 ft (28,852 m) was set by a Soviet Sukhoi T-43-1 prototype. Commander Lawrence E. Flint, Jr., USN accelerated his aircraft to Mach 2.5 at 47,000 ft (14,330 m) and climbed to 90,000 ft (27,430 m) at a 45° angle. He then shut down the engines and glided to the peak altitude. As the aircraft fell through 70,000 ft (21,300 m), Flint restarted the engines and resumed normal flight.^[30]


• On 5 September 1960, an F4H-1 averaged 1,216.78 mph (1,958.16 km/h) over a 500 km (311 mi) closed-circuit course.^[4]


• On 25 September 1960, an F4H-1 averaged 1,390.21 mph (2,237.26 km/h) over a 100 km (62.1 mi) closed-circuit course.^[4]


• Operation LANA: To celebrate the 50th anniversary of Naval aviation (L is the Roman numeral for 50 and ANA stood for Anniversary of Naval Aviation) on 24 May 1961, Phantoms flew across the continental United States in under three hours and included several tanker refuelings. The fastest of the aircraft averaged 869.74 mph (1,400.28 km/h) and completed the trip in 2 hours 47 minutes, earning the pilot (and future NASA Astronaut), Lieutenant Richard Gordon, USN and RIO, Lieutenant Bobbie Young, USN, the 1961 Bendix trophy.^{[4][31][32][33]}


• Operation Sageburner: On 28 August 1961, a F4H-1F Phantom II averaged 1,452.777 kilometers per hour (902.714 miles per hour) over a 3 mi (4.82 km) course flying below 125 feet (38.1 m) at all times.^[4] Commander J.L. Felsman, USN was killed during the first attempt at this record on 18 May 1961 when his aircraft disintegrated in the air after pitch damper failure.^[34]


• Operation Skyburner: On 22 December 1961, a modified Phantom with water injection set an absolute world record speed of 1,606.342 mph (2,585.086 km/h).^[4]


• On 5 December 1961, another Phantom set a sustained altitude record of 66,443.8 feet (20,252 m).^[4]


• Operation High Jump: A series of time-to-altitude records was set in early 1962: 34.523 seconds to 3,000 meters (9,840 ft), 48.787 seconds to 6,000 meters (19,700 ft), 61.629 seconds to 9,000 meters (29,500 ft), 77.156 seconds to 12,000 meters (39,400 ft), 114.548 seconds to 15,000 meters (49,200 ft), 178.5 seconds to 20,000 meters (65,600 ft), 230.44 seconds to 25,000 metres (82,000 ft), and 371.43 seconds to 30,000 metres (98,400 ft).^[35]

Design

Overview

Cockpit of F-4 Phantom II

The F-4 Phantom is a tandem-seat fighter-bomber designed as a carrier-based interceptor to fill the U.S. Navy’s fleet defense fighter role. Innovations in the F-4 included an advanced pulse-doppler radar and extensive use of titanium in its airframe.^[36]

Despite the imposing dimensions and a maximum takeoff weight of over 60,000 lb (27,000 kg),^[37] the F-4 has a top speed of Mach 2.23 and an initial climb rate of over 41,000 ft/min (210 m/s).^[38] The F-4′s nine external hardpoints have a capability of up to 18,650 pounds (8,480 kg) of weapons, including air-to-air and air-to-ground missiles, and unguided, guided, and nuclear bombs.^[39] Like other interceptors of its day, the F-4 was designed without an internal cannon.^[40]

The baseline performance of a Mach 2-class fighter with long range and a bomber-sized payload would be the template for the next generation of large and light/middle-weight fighters optimized for daylight air combat.^[41]

Flight characteristics

In air combat, the Phantom’s greatest advantage was its thrust, which permitted a skilled pilot to engage and disengage from the fight at will.^[42] The massive aircraft, designed to fire radar-guided missiles from beyond visual range, lacked the agility of its Soviet opponents and was subject to adverse yaw during hard maneuvering. Although thus subject to irrecoverable spins during aileron rolls, pilots reported the aircraft to be very communicative and easy to fly on the edge of its performance envelope. In 1972, the F-4E model was upgraded with leading edge slats on the wing, greatly improving high angle of attack maneuverability at the expense of top speed.^[43]

F-4 Phantom II flight demonstration video

The J79 engines produced noticeable amounts of black smoke (at mid-throttle/cruise settings), a severe disadvantage in that the enemy could spot the aircraft.^[44] This was solved on the F-4S fitted with the −10A engine variant which used a smoke-free combustor.^[45]

The F-4′s biggest weakness, as it was initially designed, was its lack of an internal cannon. For a brief period, doctrine held that turning combat would be impossible at supersonic speeds and little effort was made to teach pilots air combat maneuvering. In reality, engagements quickly became subsonic, as pilots would slow down in an effort to get behind their adversaries. Furthermore, the relatively new heat-seeking and radar-guided missiles at the time were frequently reported as unreliable and pilots had to use multiple shots (also known as ripple-firing), just to hit one enemy fighter. To compound the problem, rules of engagement in Vietnam precluded long-range missile attacks in most instances, as visual identification was normally required. Many pilots found themselves on the tail of an enemy aircraft but too close to fire short-range Falcons or Sidewinders. Although by 1965 USAF F-4Cs began carrying SUU-16 external gunpods containing a 20 mm (.79 in) M61 Vulcan Gatling cannon, USAF cockpits were not equipped with lead-computing gunsights until the introduction of the SUU-23, virtually assuring a miss in a maneuvering fight. Some marine corps aircraft carried two pods for strafing. In addition to the loss of performance due to drag, combat showed the externally mounted cannon to be inaccurate unless frequently boresighted, yet far more cost-effective than missiles. The lack of a cannon was finally addressed by adding an internally mounted 20 mm (.79 in) M61 Vulcan on the F-4E.^[43]

Costs

	F-4C	RF-4C	F-4D	F-4E
Unit R&D cost	–	61,200 (1965) by 1973 457,998 (Current) by 1973	–	22,700 (1965) by 1973 169,878 (Current) by 1973
Airframe	1,388,725 (1965) 10,392,708 (Current)	1,679,000 (1965) 12,565,019 (Current)	1,018,682 (1965) 7,623,442 (2008)	1,662,000 (1965) 12,437,797 (Current)
Engines	317,647 (1965) 2,377,153 (Current)	276,000 (1965) 2,065,483 (Current)	260,563 (1965) 1,949,958 (Current)	393,000 (1965) 2,941,068 (Current)
Electronics	52,287 (1965) 391,297 (Current)	293,000 (1965) 2,192,704 (Current)	262,101 (1965) 1,961,468 (Current)	299,000 (1965) 2,237,606 (Current)
Armament	139,706 (1965) 1,045,508 (Current)	73,000 (1965) 546,305 (Current)	133,430 (1965) 998,541 (Current)	111,000 (1965) 830,683 (Current)
Ordnance	–	–	6,817 (1965) 51,016 (Current)	8,000 (1965) 59,869 (Current)
Flyaway cost	1.9 million (1965) 14.2 million (Current)	2.3 million (1965) 17.2 million (Current)	1.7 million (1965) 12.7 million (Current)	2.4 million (1965) 18 million (Current)
Modification costs	116,289 (1965) by 1973 870,264 (Current) by 1973	55,217 (1965) by 1973 413,224 (2008) by 1973	233,458 (1965) by 1973 1,747,114 (Current) by 1973	7,995 (1965) by 1973 59,832 (Current) by 1973
Cost per flying hour	924 (1965) 6,915 (2008)	867 (1965) 6,488 (Current)	896 (1965) 6,705 (Current)	867 (1965) 6,705 (Current)
Maintenance cost per flying hour	545 (1965) 4,079 (Current)

Note: Original amounts were in 1965 United States dollars.^[46] The figures in these tables have been adjusted for inflation.

Operational history

See also: McDonnell Douglas F-4 Phantom II U.S. operators

United States Navy

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

On 30 December 1960, the VF-121 “Pacemakers” at NAS Miramar became the first Phantom operator with its F4H-1Fs (F-4As). The VF-74 “Be-devilers” at NAS Oceana became the first deployable Phantom squadron when it received its F4H-1s (F-4Bs) on 8 July 1961.^[47] The squadron completed carrier qualifications in October 1961 and Phantom’s first full carrier deployment between August 1962 and March 1963 aboard Forrestal.^[48] The second deployable U.S. Atlantic Fleet squadron to receive F-4Bs was the VF-102 “Diamondbacks”, who promptly took their new aircraft on the shakedown cruise of Enterprise.^[49] The first deployable U.S. Pacific Fleet squadron to receive the F-4B was the VF-114 “Aardvarks”, which participated in the September 1962 cruise aboard USS Kitty Hawk.^[47]

By the time of the Tonkin Gulf incident, 13 of 31 deployable navy squadrons were armed with the type. F-4Bs from Constellation made the first Phantom combat sortie of the Vietnam War on 5 August 1964, flying bomber escort in Operation Pierce Arrow.^[50] The first Phantom air-to-air victory of the war took place on 9 April 1965 when an F-4B from VF-96 “Fighting Falcons” piloted by Lieutenant (junior grade) Terence M. Murphy and his RIO, Ensign Ronald Fegan, shot down a Chinese MiG-17 “Fresco”. The Phantom was then shot down, probably by an AIM-7 Sparrow from one of its wingmen.^[19] There continues to be controversy over whether the Phantom was shot down by MiG guns or whether, as enemy reports later indicated, an AIM-7 Sparrow III from one of Murphy’s and Fegan’s wingmen.^[51] On 17 June 1965, an F-4B from VF-21 “Freelancers” piloted by Commander Louis Page and Lieutenant John C. Smith shot down the first North Vietnamese MiG of the war.^[52][53]

On 10 May 1972, Lieutenant Randy “Duke” Cunningham and Lieutenant (junior grade) William P. Driscoll flying an F-4J, call sign “Showtime 100″, shot down three MiG-17s to become the first American flying aces of the war. Their fifth victory was believed at the time to be over a mysterious North Vietnamese ace, Colonel Nguyen Toon, now considered mythical. On the return flight, the Phantom was damaged by an enemy surface-to-air missile. To avoid being captured, Cunningham and Driscoll flew their burning aircraft using only the rudder and afterburner (the damage to the aircraft rendered conventional control nearly impossible), until they could eject over water.^[6]

The Blue Angels flew the F-4J, 1969–74

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

In 1984, the F-4Ns had been retired, and by 1987 the last F-4Ss were retired in the US Navy deployable squadrons. On 25 March 1986, an F-4S belonging to the VF-151 “Vigilantes,” became the last active duty U.S. Navy Phantom to launch from an aircraft carrier, in this case, Midway. On 18 October 1986, an F-4S from the VF-202 “Superheats”, a Naval Reserve fighter squadron, made the last-ever Phantom carrier landing while operating aboard America. In 1987, the last of the Naval Reserve-operated F-4S aircraft were replaced by F-14As. The last Phantoms in service with the Navy were QF-4 target drones operated by the Naval Air Warfare Centers at NAS Point Mugu, California.^[19] These airframes were subsequently retired in 2004.^[55]

United States Marine Corps

The marines received their first F-4Bs in June 1962, with the “Black Knights” of VMFA-314 at Marine Corps Air Station El Toro, California becoming the first operational squadron. Marine Phantoms from VMFA-531 ‘Gray Ghosts’ were assigned to Da Nang airbase on South Vietnam’s northeast coast on 10 May 1965 and were initially assigned to provide air defense for the USMC. They soon began close air support missions (CAS) and VMFA-314 ‘Black Knights’, VMFA-323 ‘Death Rattlers’, and VMFA-542 ‘Bengals’ soon arrived at the primitive airfield.^[56] Marine F-4 pilots claimed three enemy MiGs (two while on exchange duty with the USAF) at the cost of 75 aircraft lost in combat, mostly to ground fire, and four in accidents. VMCJ-1 Golden Hawks (now VMAQ-1 and VMAQ-4 which has the old RM tailcode) flew the first RF-4B photo recon mission on 3 November 1966 from Da Nang and remained there until 1970 with no RF-4B losses and one damaged by AAA.^[57] VMCJ-2 and VMCJ-3 (now VMAQ-3) provided aircraft for VMCJ-1 in Da Nang and VMFP-3 was formed in 1975 at MCAS El Toro, CA consolidating all USMC RF-4-B’s in one unit that became known as “The Eyes of the Corps.” VMFP-3 disestablished in August 1990 after the Advanced Tactical Airborne Reconnaissance System was introduced for the F/A-18 Hornet.^[24] The F-4 continued to equip fighter-attack squadrons in both the marine corps and the Marine Corps Reserve throughout the 1960s, 1970′s and 1980′s and into the early 1990s. In the early 1980s, these squadrons began to transition to the F/A-18 Hornet, starting with the same squadron that introduced the F-4 to the Marine Corps, VMFA-314 at MCAS El Toro, California. On 18 January 1992, the last Marine Corps Phantom, an F-4S in the Marine Corps Reserve, was retired by the “Cowboys” of VMFA-112, after which the squadron was re-equipped with F/A-18 Hornets.^[58]

United States Air Force

USAF F-4 Summary for Vietnam War action

Aircraft	Weapons/Tactics	MiG-17	MiG-19	MiG-21	Total
F-4C	AIM-7 Sparrow	4	0	10	14
	AIM-9 Sidewinder	12	0	10	22
	20 mm gun	3	0	1	4
	Maneuvering tactics	2	0	0	2
F-4D	AIM-4 Falcon	4	0	1	5
	AIM-7 Sparrow	4	2	20	26
	AIM-9 Sidewinder	0	2	3	5
	20 mm gun	4.5	0	2	6.5
	Maneuvering tactics	0	0	2	2
F-4E	AIM-7 Sparrow	0	2	8	10
	AIM-9 Sidewinder	0	0	4	4
	AIM-9+20 mm gun	0	0	1	1
	20 mm gun	0	1	4	5
	Maneuvering tactics	0	1	0	1
Total		33.5	8	66	107.5

In USAF service the F-4 was initially designated the F-110 Spectre^[59] prior to the introduction of the 1962 United States Tri-Service aircraft designation system. The USAF quickly embraced the design and became the largest Phantom user. The first air force Phantoms in Vietnam were F-4Cs from the 555th “Triple Nickel” Tactical Fighter Squadron,^[60] which arrived in December 1964.^[61]

Unlike the navy, which flew the Phantom with a naval aviator (pilot) in the front seat and a naval flight officer as a radar intercept officer (RIO) in the back seat, the air force initially flew its Phantoms with a rated pilot in the back seat. While the rear pilot (GIB, or “guy in back”) could fly and land the aircraft, he had fewer instruments and a very restricted forward view. The Air Force later assigned a navigator qualified as a weapon/targeting systems officer (later designated as weapon systems officer or WSO) in the rear seat instead of another pilot.^[62] However, all USAF Phantoms retained dual flight controls throughout their service life.

On 10 July 1965, F-4Cs of the 45th Tactical Fighter Squadron, 15th TFW, on temporary assignment in Ubon, Thailand,^[63] scored the USAF’s first victories against North Vietnamese MiG-17s using AIM-9 Sidewinder air-to-air missiles.^[64] On 26 April 1966, an F-4C from the 480th Tactical Fighter Squadron scored the first aerial victory by a U.S. aircrew over a North Vietnamese MiG-21 “Fishbed”.^[65] On 24 July 1965, another Phantom from the 45th Tactical Fighter Squadron became the first American aircraft to be downed by an enemy SAM, and on 5 October 1966 an 8th Tactical Fighter Wing F-4C became the first U.S. jet lost to an air-to-air missile, fired by a MiG-21.

Early aircraft suffered from leaks in wing fuel tanks that required re-sealing after each flight and 85 aircraft were found to have cracks in outer wing ribs and stringers.^[46] There were also problems with aileron control cylinders, electrical connectors, and engine compartment fires. Reconnaissance RF-4Cs made their debut in Vietnam on 30 October 1965, flying the hazardous post-strike reconnaissance missions. The USAF Thunderbirds used the F-4E from the 1969 season until 1974.^[9]

Although the F-4C was essentially identical to the navy F-4B in flight performance and carried the AIM-9 Sidewinder missiles, USAF-tailored F-4Ds initially arrived in June 1967 equipped with AIM-4 Falcons. However, the Falcon, like its predecessors, was designed to shoot down bombers flying straight and level. Its reliability proved no better than others, and its complex firing sequence and limited seeker-head cooling time made it virtually useless in combat against agile fighters. The F-4Ds reverted to using Sidewinders under the “Rivet Haste” program in early 1968, and by 1972 the AIM-7E-2 “Dogfight Sparrow” had become the preferred missile for USAF pilots. Like other Vietnam War Phantoms, the F-4Ds were urgently fitted with radar homing and warning (RHAW) antennae to detect the Soviet-built SA-2 Guideline SAMs.^[66]

435th TFS F-4Ds over Vietnam

U.S. Air Force QF-4E at Ellington Field (Houston)

From the initial deployment of the F-4C to Southeast Asia, USAF Phantoms performed both air superiority and ground attack roles, supporting not only ground troops in South Vietnam but also conducting bombing sorties in Laos and North Vietnam. As the F-105 force underwent severe attrition between 1965 and 1968, the bombing role of the F-4 proportionately increased until after November 1970 (when the last F-105D was withdrawn from combat) it became the primary USAF tactical ordnance delivery system. In October 1972 the first squadron of EF-4C Wild Weasel aircraft deployed to Thailand on temporary duty.^[67] The “E” prefix was later dropped and the aircraft was simply known as the F-4C Wild Weasel.

Sixteen squadrons of Phantoms were permanently deployed between 1965 and 1973, and 17 others deployed on temporary combat assignments.^[68] Peak numbers of combat F-4s occurred in 1972, when 353 were based in Thailand.^[69] A total of 445 Air Force Phantom fighter-bombers were lost, 370 in combat and 193 of those over North Vietnam (33 to MiGs, 30 to SAMs, and 307 to AAA).^[69]

The RF-4C was operated by four squadrons,^[70] and of the 83 losses, 72 were in combat including 38 over North Vietnam (seven to SAMs and 65 to AAA).^[69] By war’s end, the U.S. Air Force had lost a total of 528 F-4 and RF-4C Phantoms. When combined with U.S. Naval and Marine losses of 233 Phantoms, 761 F-4/RF-4 Phantoms were lost in the Vietnam War.^[71]

On 28 August 1972, Captain Steve Ritchie became the first USAF ace of the war.^[5] On 9 September 1972, WSO Capt Charles B. DeBellevue became the highest-scoring American ace of the war with six victories.^[5] and WSO Capt Jeffrey Feinstein became the last USAF ace of the war on 13 October 1972.^[72] Upon return to the United States, DeBellevue and Feinstein were assigned to pilot training (Feinstein was given a vision waiver) and requalified as USAF pilots in the F-4. USAF F-4C/D/E crews scored 107½ MiG kills in Southeast Asia (50 by Sparrow, 31 by Sidewinder, five by Falcon, 15.5 by gun, and six by other means).^[69]

On 31 January 1972, the 170th Tactical Fighter Squadron/183d Tactical Fighter Group of the Illinois Air National Guard became the first Air National Guard unit to transition to Phantoms when their Republic F-84F Thunderstreaks were found to have corrosion problems.^[73] The F-4′s ANG service lasted until 31 March 1990, when it was replaced by the F-16 Fighting Falcon.

USAF F-4 Phantom II destroyed during the enemy attack against Tan Son Nhut during the Tet Offensive

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

On 15 August 1990, 24 F-4G Wild Weasel Vs and six RF-4Cs were mobilized to Shaikh Isa AB, Bahrain, for Operation Desert Storm. The F-4G was the only aircraft in the USAF inventory equipped for the suppression of enemy air defenses (SEAD) role, and was needed to protect coalition aircraft from Iraq’s extensive air defense system. The RF-4C was the only aircraft equipped with the ultra-long-range KS-127 LOROP (long-range oblique photography) camera, and was used for a variety of reconnaissance missions. In spite of flying almost daily missions, only one RF-4C was lost in a fatal accident before the start of hostilities. One F-4G was lost when enemy fire damaged the fuel tanks and the aircraft ran out of fuel near a friendly airbase. The last USAF Phantoms, F-4G Wild Weasel Vs from 561st Fighter Squadron, were retired on 26 March 1996. The last operational flight of the F-4G Wild Weasel was from the 190th Fighter Squadron, Idaho Air National Guard, in April 1996.^[74] The last operational USAF/ANG F-4 to land was flown by Maj Mike Webb and Maj Gary Leeder, Idaho ANG.

Like the navy, the air force has operated QF-4 target drones, serving with the 82d Aerial Targets Squadron at Tyndall AFB, Florida.^[75] It is expected that the F-4 will remain in the target role with the 82d ATRS until 2013–14, when they will be replaced by early versions of the F-16 Fighting Falcon converted to a QF-16 configuration.^[11] Several QF-4s are maintained in historical color schemes, being displayed as part of Air Combat Command’s Heritage Flight at weekends, while serving as target aircraft during the week.^[76] On 19 November 2013, BAE Systems delivered the last QF-4 aerial target to the Air Force. The example had been in storage for over 20 years before being converted. Over 16 years, BAE had converted 314 F-4 Phantom IIs into QF-4s, with each aircraft taking six months to adapt. As of December 2013, QF-4 planes had flown over 16,000 manned and 600 unmanned training sorties, with 250 unmanned aircraft being shot down in firing exercises. The remaining QF-4s are to hold their training role until the first of 126 QF-16s are delivered by Boeing in 2014.^[77]

Non-U.S. air forces

Main article: McDonnell Douglas F-4 Phantom II non-U.S. operators

The Phantom has served with the air forces of many countries, including Australia, Egypt, Germany, United Kingdom, Greece, Iran, Israel, Japan, Spain, South Korea and Turkey.

Australia

Main article: McDonnell Douglas F-4 Phantom II in Australian service

The Royal Australian Air Force (RAAF) leased 24 USAF F-4Es from 1970 to 1973 while waiting for their order for the General Dynamics F-111C to be delivered. They were so well-liked that the RAAF considered retaining the aircraft after the F-111Cs were delivered.^[78] They were operated from RAAF Amberley by No. 1 Squadron and No. 6 Squadron.^[79]

Egypt

AREAF F-4E Phantom II

In 1979, the Egyptian Air Force purchased 35 former USAF F-4Es along with a number of Sparrow, Sidewinder, and Maverick missiles from the U.S. for $594 million as part of the “Peace Pharaoh” program.^[80] An additional seven surplus USAF aircraft were purchased in 1988.^[81] Three attrition replacements had been received by the end of the 1990s.^[78]

Germany

F-4Fs of the German Air Force

The German Air Force (Luftwaffe) initially ordered the reconnaissance RF-4E in 1969, receiving a total of 88 aircraft from January 1971.^[82] In 1982, the initially unarmed RF-4Es were given a secondary ground attack capability; these aircraft were later retired in 1994.^[83]

In 1973, under the “Peace Rhine” program, the Luftwaffe purchased the lightened and simplified F-4F which was upgraded in the mid-1980s.^[84] 24 German F-4F Phantom IIs were operated by the 49th Tactical Fighter Wing of the USAF at Holloman AFB to train Luftwaffe crews until December 2004. In 1975, Germany also received 10 F-4Es for training in the U.S. In the late 1990s, these were withdrawn from service after being replaced by F-4Fs.^[85] Germany also initiated the Improved Combat Efficiency (ICE) program in 1983. The 110 ICE-upgraded F-4Fs entered service in 1992,^[84] and were expected to remain in service until 2012.^[86] All the remaining Luftwaffe Phantoms were based at Wittmund with Jagdgeschwader 71 (fighter wing 71) in Northern Germany^[87] and WTD61 at Manching. The German Air Force retired its last F-4Fs on 29 June 2013. German F-4Fs flew 279,000 hours from entering service on 31 August 1973 until retirement.^[88][89]

Greece

Hellenic Air Force RF-4E Phantom II, in a special color scheme, lands at RIAT 2008, UK

In 1971, the Hellenic Air Force ordered brand new F-4E Phantoms, with deliveries starting in 1974. In the early 1990s the Hellenic AF acquired surplus RF-4Es and F-4Es from the Luftwaffe and U.S. ANG.^[90][91]

Following the success of the German ICE program, on 11 August 1997, a contract was signed between DASA of Germany amd Hellenic Aerospace Industry for the upgrade of 39 aircraft to the very similar “Peace Icarus 2000″ standard.^[19] The Hellenic AF operates 34 upgraded F-4E-PI2000 (338 and 339 Squadrons) and 12 RF-4E aircraft (348 Squadron) as of September 2013.

Iran

In the 1960s and 1970s when the U.S. and Iran were on friendly terms, the U.S. sold 225 F-4D, F-4E, and RF-4E Phantoms to Iran. The Imperial Iranian Air Force saw at least one engagement, resulting in a loss, after an RF-4C was rammed^[92] by a Soviet MiG-21 during Project Dark Gene, an ELINT operation during the Cold War. The Islamic Republic of Iran Air Force Phantoms saw heavy action in the Iran-Iraq War in the 1980s and are kept operational by overhaul and servicing from Iran’s aerospace industry.^[93] Notable operations of Iranian F-4s during the war included Operation Scorch Sword, an attack by two F-4s against the Iraqi Osirak nuclear reactor site near Baghdad on 30 September 1980,^[94] and the attack on H3, a 4 April 1981 strike by eight Iranian F-4s against the H-3 complex of air bases in the far west of Iraq, which resulted in many Iraqi aircraft being destroyed or damaged for no Iranian losses.^[95]

Israel

Israeli Air Force 201 Squadron F-4E Phantom II at Tel Nof, Independence Day 2013

The Israeli Air Force was the largest foreign operator of the Phantom, flying both newly built and ex-USAF aircraft, as well as several one-off special reconnaissance variants. The first F-4Es, nicknamed “Kurnass” (Sledgehammer), and RF-4Es, nicknamed “Orev” (Raven), were delivered in 1969 under the “Peace Echo I” program. Additional Phantoms arrived during the 1970s under “Peace Echo II” through “Peace Echo V” and “Nickel Grass” programs. Israeli Phantoms saw extensive combat during Arab–Israeli conflicts, first seeing action during the War of Attrition.^[96] In the 1980s, Israel began the “Kurnass 2000″ modernization program which significantly updated avionics.^[19] The last Israeli F-4s were retired in 2004.^[97]

Japan

A pair of F-4EJs with their new air superiority paint scheme

From 1968, the Japan Air Self-Defense Force purchased a total of 140 F-4EJ Phantoms without aerial refueling, Bullpup ASM system, nuclear control system and ground attack capabilities.^[98][99] Mitsubishi built 138 under license in Japan and 14 unarmed reconnaissance RF-4Es were imported. Of these, 96 F-4EJs have since been modified to the F-4EJ Kai (改^?, modified) standard.^[100] 15 F-4EJs were converted to reconnaissance aircraft designated RF-4EJ, with similar upgrades as the F-4EJ Kai. Japan has a fleet of 90 F-4s in service in 2007. It has been studying several replacement fighters.^[101][102]

South Korea

A South Korean F-4E, armed with an AGM-65 Maverick air-to-ground missile

The Republic of Korea Air Force purchased its first batch of secondhand USAF F-4D Phantoms in 1968 under the “Peace Spectator” program. The F-4Ds continued to be delivered until 1988. The “Peace Pheasant II” program also provided new-built and former USAF F-4Es.^[103] The F-4Ds were replaced by new F-15K Slam Eagles; the last F-4D was retired in 2012 and placed in storage. South Korean Air Force is operating 68 F-4Es, which are to be replaced by the new FX-3 fighter program.^{[citation needed]}

Spain

The Spanish Air Force acquired its first batch of ex-USAF F-4C Phantoms in 1971 under the “Peace Alfa” program. Designated C.12, the aircraft were retired in 1989. At the same time, the air arm received a number of ex-USAF RF-4Cs, designated CR.12. In 1995–1996, these aircraft received extensive avionics upgrades. Spain retired its RF-4s in 2002.^[104][105]

Turkey

The Turkish Air Force received 40 F-4Es in 1974, with a further 32 F-4Es and 8 RF-4Es in 1977–78 under the “Peace Diamond III” program, followed by 40 ex-USAF aircraft in “Peace Diamond IV” in 1987, and a further 40 ex-U.S. Air National Guard Aircraft in 1991.^[106] A further 32 RF-4Es were transferred to Turkey after being retired by the Luftwaffe between 1992 and 1994.^[106] In 1995, IAI of Israel implemented an upgrade similar to Kurnass 2000 on 54 Turkish F-4Es which were dubbed the F-4E 2020 Terminator.^[19] Turkish F-4s, and more modern F-16s have been used to strike Kurdish PKK bases in ongoing military operations in Northern Iraq.^[107] On 22 June 2012, a Turkish RF-4E was shot down by Syrian air defenses while flying a reconnaissance flight near the Turkish-Syrian border.^[108][109] Turkey has stated the reconnaissance aircraft was in international airspace when it was shot down, while Syrian authorities stated it was inside Syrian airspace.^[110]

United Kingdom

Main article: McDonnell Douglas F-4 Phantom II in UK service

An F-4J of the U.S. Navy (foreground) alongside an F-4K of the Fleet Air Arm (background) wait to be catapulted from Independence; one of the major differences can be seen by the British aircraft’s extendable nose wheel. Both variants were eventually used by the RAF

The United Kingdom bought versions based on the U.S. Navy’s F-4J for use with the Royal Air Force and the Royal Navy’s Fleet Air Arm. The main differences were the use of the British Rolls-Royce Spey engines and of British-made avionics. The RN and RAF versions were given the designation F-4K and F-4M respectively, and entered service as the Phantom FG.1 (fighter/ground attack) and Phantom FGR.2 (fighter/ground attack/reconnaissance) British designations.^[111][112] Initially, the FGR.2 was used in the ground attack and reconnaissance role, primarily with RAF Germany, while 43 Squadron was formed in the air defence role using the FG.1s that had been intended for the Fleet Air Arm for use aboard HMS Eagle. The superiority of the Phantom over the English Electric Lightning in terms of both range and weapon load, combined with the successful introduction of the SEPECAT Jaguar, meant that, during the mid-1970s, most of the ground attack Phantoms in Germany were redeployed to the UK to replace air defence Lightning squadrons.^[113] A second RAF squadron, 111 Squadron, was formed on the FG.1 in 1979 after the disbandment of 892 NAS.

In 1982 during the Falklands War, three Phantom FGR2s of No. 29 Squadron were on active Quick Reaction Alert duty on Ascension Island to protect the base from air attack.^[114] After the Falklands War, 15 upgraded ex-USN F-4Js, known as the F-4J(UK) entered RAF service to compensate for one interceptor squadron redeployed to the Falklands.^[84]

Around 15 RAF squadrons received various marks of Phantom, many of them based in Germany. The first to be equipped was No. 6 Squadron at RAF Leuchars in July 1969. One noteworthy deployment was to No. 43 Squadron where Phantom FG1s remained the squadron equipment for a remarkable 20 years, arriving in September 1969 and departing in July 1989. During this period the squadron was based at Leuchars.^[115]

The interceptor Phantoms were replaced by the Panavia Tornado F3 from the late 1980s onwards, and the last British Phantoms were retired in October 1992 when No. 74 Squadron disbanded.^[19][115]

Specifications^[113]

	F-4K (FG.1)	F-4M (FGR.2)	F-4J(UK)
First Flight	27 June 1966	17 February 1967	10 August 1984
Length	57 feet 7 inches (17.55 m)		58 feet 3 inches (17.75 m)
Height	16 feet 1 inch (4.90 m)	16 feet 9 inches (5.11 m)	16 feet 6 inches (5.03 m)
Wingspan	38 feet 5 inches (11.71 m)
Engines	2 x RR Spey 203	2 x RR Spey 202/204	2 x J79-GE-10B
Max Speed	Mach 1.9		Mach 2.1
Total Production	52	118	15

Civilian use

Sandia National Laboratories used an F-4 mounted on a “rocket sled” in a crash test to see the results of an aircraft hitting a reinforced concrete structure, such as a nuclear power plant.^[116]

One aircraft, an F-4D (civilian registration N749CF), is operated by the Massachusetts-based non-profit organization Collings Foundation as a “living history” exhibit.^[19][117] Funds to maintain and operate the aircraft, which is based in Houston, Texas, are raised through donations/sponsorships from public and commercial parties.^[118][119]

NASA’s Dryden Flight Research Center acquired an F-4A Phantom II on 3 December 1965. It made fifty-five flights in support of short programs, chase on X-15 missions and lifting body flights. The F-4A also supported a biomedical monitoring program involving 1,000 flights by NASA Flight Research Center aerospace research pilots and students of the USAF Aerospace Research Pilot School flying high-performance aircraft. The pilots were instrumented to record accurate and reliable data of electrocardiogram, respiration rate and normal acceleration. In 1967, the F-4A supported a brief military-inspired program to determine whether an airplane’s sonic boom could be directed and whether it could possibly be used as a weapon of sorts, or at least an annoyance. NASA also flew an F-4C in a spanwise blowing study from 1983 to 1985, after which it was returned.^[120]

Variants

Main article: List of McDonnell Douglas F-4 Phantom II variants

QF-4E AF Serial No. 74-0626 at McGuire AFB in May 2007 with an A-10 in the background

A U.S. Marine Corps RF-4B in September 1982

F-4A, B, J, N and S

Variants for the U.S. Navy and the U.S. Marines. F-4B was upgraded to F-4N, and F-4J was upgraded to F-4S.

F-110 Spectre, F-4C, D and E

Variants for the U.S. Air Force. F-4E introduced an internal M61 Vulcan cannon. The F-4D and E were the most numerously built, widely exported, and also extensively used under the Semi Automatic Ground Environment (SAGE) U.S. air defense system.

F-4G Wild Weasel V

A dedicated SEAD variant with updated radar and avionics, converted from F-4E. The designation F-4G was applied earlier to an entirely different Navy Phantom.

F-4K and M

Variants for the British military re-engined with Rolls-Royce Spey turbofans.

F-4EJ

Simplified F-4E exported to and license-built in Japan.

F-4F

Simplified F-4E exported to Germany.

QRF-4C, QF-4B, E, G, N and S

Retired aircraft converted into remote-controlled target drones used for weapons and defensive systems research.

RF-4B, C, and E

Tactical reconnaissance variants.

Culture

Nicknames

An F-4F on display described as the “World’s largest distributor of MiG parts”, because of the high number of this type of enemy aircraft shot down

The Phantom gathered a number of nicknames during its career. Some of these names included “Snoopy”, “Rhino”, “Double Ugly”,^[121] “Old Smokey”,^[62] the “Flying Anvil”, “Flying Footlocker”, “Flying Brick”, “Lead Sled”, the “Big Iron Sled” and the “St. Louis Slugger”.^[122] In recognition of its record of downing large numbers of Soviet-built MiGs,^[123] it was called the “World’s Leading Distributor of MiG Parts”.^[121] As a reflection of excellent performance in spite of its bulk, the F-4 was dubbed “the triumph of thrust over aerodynamics.”^[124] German Luftwaffe crews called their F-4s the Eisenschwein (“Iron Pig”), Fliegender Ziegelstein (“Flying Brick”) and Luftverteidigungsdiesel (“Air Defense Diesel”).^[125]

Imitating the spelling of the aircraft’s name, McDonnell issued a series of patches. Pilots became “Phantom Phlyers”, backseaters became “Phantom Pherrets”, fans of the F-4 “Phantom Phanatics”, and call it the “Phabulous Phantom”. Ground crewmen who worked on the aircraft are known as “Phantom Phixers”.^[2]

The Spook

The Spook

The aircraft’s emblem is a whimsical cartoon ghost called “The Spook”, which was created by McDonnell Douglas technical artist, Anthony “Tony” Wong, for shoulder patches. The name “Spook” was coined by the crews of either the 12th Tactical Fighter Wing or the 4453rd Combat Crew Training Wing at MacDill AFB. The figure is ubiquitous, appearing on many items associated with the F-4. The Spook has followed the Phantom around the world adopting local fashions; for example, the British adaptation of the U.S. “Phantom Man”^[121] is a Spook that sometimes wears a bowler hat and smokes a pipe.^[126]

Aircraft on display

See also: F-4 Phantom IIs on display

The Collings Foundation F-4D Phantom II, with Vietnam-era “Ritchie/DeBellevue” markings, taxis at Selfridge ANGB, May 2005

Worldwide there are a number of F-4 Phantom IIs on display. For example, a Phantom II F-4C-15-MC, 63-7699, which is on loan from the USAF Museum, is on display at the Midland Air Museum, Coventry, England, UK;^[127] a Phantom II F4H-1, BuNo 145310, U.S. Navy,^[128] is located at French Valley Airport, Murrieta, California, USA;^[129] and there is a dwindling number of reserve F-4s stored at Davis-Monthan Air Force Base, Arizona, USA.^[130][131] The Museum of Flight at Boeing Field in Seattle has an F-4C Phantom II on display. This F-4C was built in 1965 and served in Vietnam, shooting down three MiG-21s. The United States Air Force Academy has an F-4 on display in the south-east corner of the Terrazzo. Luke AFB also has a Phantom on display, having facilitated the F-4 training mission there for several years before to the adaptation of the F-15.^{[N 2]}

Also, the Massachusetts-based non-profit organization Collings Foundation operates one aircraft, an F-4D, as a “living history” exhibit.^[19][133] Funds to maintain and operate the aircraft, which is based in Houston, Texas, USA. are raised through donations/sponsorships from public and commercial parties.^[118][119]

Notable accidents

• On 6 June 1971, Hughes Airwest Flight 706, a McDonnell Douglas DC-9-31 collided in mid-air with a United States Marine Corps F-4B Phantom above the San Gabriel Mountains, while en route from Los Angeles International Airport to Salt Lake City. All 49 on board the DC-9 and one of the crew on the F-4 were killed.

• On 9 August 1974, a Royal Air Force Phantom FGR2 was involved in a fatal collision with a civilian PA-25-235 Pawnee crop-sprayer over Norfolk, England.

• On 21 March 1987, Captain Dean Paul Martin (son of entertainer Dean Martin), a pilot in the 163d Tactical Fighter Group of the California Air National Guard, crashed his F-4C into San Gorgonio Mountain, California shortly after departure from March AFB. Both Martin and his weapons system officer (WSO) were killed.^[134]

• On 7 January 1986, a Royal Air Force Phantom FGR2 was hit by uncontrollable oscillations during a low-level intercept exercise with 3 other aircraft over Buckden Pike, North Yorkshire, England. The pilot, Flight Lieutenant Ian Ferguson, ejected when the aircraft was 250 ft AGL travelling at a ground speed of around 600 mph, his navigator ejecting roughly 3 seconds later, making it the lowest and fastest ejection in the history of the RAF at the time. Both men survived.^[135]

Specifications (F-4E)

Data from The Great Book of Fighters^[84] Quest for Performance,^[18] and Encyclopedia of USAF Aircraft.^[46]

General characteristics

• Crew: 2


• Length: 63 ft 0 in (19.2 m)


• Wingspan: 38 ft 4.5 in (11.7 m)


• Height: 16 ft 6 in (5.0 m)


• Wing area: 530.0 ft² (49.2 m²)


• Airfoil: NACA 0006.4–64 root, NACA 0003-64 tip


• Empty weight: 30,328 lb (13,757 kg)


• Loaded weight: 41,500 lb (18,825 kg)


• Max. takeoff weight: 61,795 lb (28,030 kg)


• Powerplant: 2 × General Electric J79-GE-17A axial compressor turbojets, 11,905 lbf dry thrust (52.9 kN), 17,845 lbf in afterburner (79.4 kN) each


• Zero-lift drag coefficient: 0.0224


• Drag area: 11.87 ft² (1.10 m²)


• Aspect ratio: 2.77


• Fuel capacity: 1,994 U.S. gal (7,549 L) internal, 3,335 U.S. gal (12,627 L) with three external tanks (370 U.S. gal (1,420 L) tanks on the outer wing hardpoints and either a 600 or 610 U.S. gal (2,310 or 2,345 L) tank for the centerline station).


• Maximum landing weight: 36,831 lb (16,706 kg)

Performance

• Maximum speed: Mach 2.23 (1,472 mph, 2,370 km/h) at 40,000 ft (12,190 m)


• Cruise speed: 506 kn (585 mph, 940 km/h)


• Combat radius: 367 nmi (422 mi, 680 km)


• Ferry range: 1,403 nmi (1,615 mi, 2,600 km) with 3 external fuel tanks


• Service ceiling: 60,000 ft (18,300 m)


• Rate of climb: 41,300 ft/min (210 m/s)


• Wing loading: 78 lb/ft² (383 kg/m²)


• lift-to-drag: 8.58


• Thrust/weight: 0.86 at loaded weight, 0.58 at MTOW


• Takeoff roll: 4,490 ft (1,370 m) at 53,814 lb (24,410 kg)


• Landing roll: 3,680 ft (1,120 m) at 36,831 lb (16,706 kg)

VF-96 F-4J “Showtime 100″ armed with Sidewinder and Sparrow missiles

Armament

• Up to 18,650 lb (8,480 kg) of weapons on nine external hardpoints, including general purpose bombs, cluster bombs, TV- and laser-guided bombs, rocket pods (UK Phantoms 6 × Matra rocket pods with 18 × SNEB 68 mm rockets each), air-to-ground missiles, anti-runway weapons, anti-ship missiles, targeting pods, reconnaissance pods, and nuclear weapons. Baggage pods and external fuel tanks may also be carried.


• 4× AIM-7 Sparrow in fuselage recesses plus 4 × AIM-9 Sidewinders on wing pylons; upgraded Hellenic F-4E and German F-4F ICE carry AIM-120 AMRAAM, Japanese F-4EJ Kai carry AAM-3, Iranian F-4s could potentially carry Russian and Chinese missiles. UK Phantoms carried Skyflash missiles^[136]


• 1× 20 mm (0.787 in) M61 Vulcan 6-barrel Gatling cannon, 640 rounds


• 4× AIM-9 Sidewinder, Python-3 (F-4 Kurnass 2000),


• 4× AIM-7 Sparrow, AAM-3(F-4EJ Kai)


• 4× AIM-120 AMRAAM for F-4F ICE, F-4E AUP (Hellenic Air Force)


• 6× AGM-65 Maverick


• 4× AGM-62 Walleye


• 4× AGM-45 Shrike, AGM-88 HARM, AGM-78 Standard ARM


• 4× GBU-15


• 18× Mk.82, GBU-12


• 5× Mk.84, GBU-10, GBU-14


• 18× CBU-87, CBU-89, CBU-58


• Nuclear weapons, including the B28EX, B61, B43 and B57

McDonnell Douglas F-4 Phantom II