A note on sources and credits

As far as possible photographs that are not mine are posted here with permission; thank you to all contributors to 'Jet & Prop', especially photographers Tad Dippel, Neil Cotten and Nico Charpentier, the editor of the magnificent 'Avions' magazine Michel Ledet and Jean-Yves Lorant, author, researcher and archivist at the Service Historique de la Défense, Paris. Images from the IWM and Roger Freeman collections are published here under the terms of a Creative Commons Attribution Non Commercial Licence. Occasionally some images on this site have been 'reposted' from facebook or ebay. They are used non-commercially in an educational context to depict historical events. If such is deemed necessary they can be removed on simple request. Contact me at falkeeins at aol.com. All rights reserved.

Monday, 30 January 2017

FAA/RAF Phantom pilot training 767 NAS - Phantoms in service - British Pathe video 1969




Continuing my on-going series of blog posts covering RAF and Fleet Air Arm Phantoms. Having just acquired a very nice photo album comprising some 200 top photo prints and slides, expect plenty more on British Phantoms here. First some gen, starting at the beginning.

In the late 1960's  the UK was the first overseas customer to buy the F-4 Phantom from the United States, purchased for the Royal Navy as an all-weather. long-range, carrier-borne fighter for Fleet defence to replace the Sea Vixen. An RAF variant was developed. The Fleet Air Arm F-4 K Phantom FG 1 and the RAF F-4 M Phantom FGR 2 were derived from the F-4 J, but featured the Westinghouse AN/AWG-11/12 Pulse doppler radar, Rolls Royce Spey 202/203 turbofan engines producing 20,515 lbs of thrust each (12,250 lbs each in static dry power - non-reheat - 17,500 in flight) and significantly different British avionics including a Ferranti Inertial Navigation and Attack System or INAS in the case of the FGR 2. Replacing the original General Electric J79 engines with the slightly fatter and longer Rolls Royce Speys necessitated changes to the inlets due to the larger air requirement and a re-design of the lower rear fuselage. The installation of the Speys gave an increase of 10% in operational range, 15% increase in ferry range and better low-level acceleration, however the increased drag of the engine installation rather upset the aerodynamic qualities of the airframe, resulting in slightly reduced performance at high altitude.The AN/AWG-11 fire control system was installed in the F-4 K and the AN/AWG-12 in the FGR 2 in place of the AN/AWG-10 of the F-4 J. The AWG-11 differed from the AWG-10 mainly in having a radar dish that folded sideways with the nose cone (radome) to reduce the aircraft's length to 54 feet so that it could fit on the smaller deck lifts of British aircraft carriers. Fifty F-4 K Phantom FG.MK 1s were built and 116 F-4 M Phantom FGR. Mk 2s (plus two prototypes of each) ..

British F-4 undergoing sea trials on HMS Eagle - Joe Wilkinson in the foreground on the tractor. According to Joe this is probably the aircraft currently on display in the FAA museum.  (pic via Joe Wilkinson)



Above and below; FG. 1 with 767 NAS, probably during the early 70s - note the 'yellow Hawk' emblem on the tail fin, otherwise known as the 'ten ton budgie'.. The Naval Air Squadron 767 was established to train FG. 1 pilots between 1969 and 1972. Note the extended nose oleo of 152/ VL on approach. Quite unusual to see a NAS 767 machine in camouflaged finish, XV 579  157/VL, below, was one of only two RN machines in the two-colour camouflage RAF scheme from where it was on loan from mid-1969 to August 1972 prior to going to 43 Sqn in 1973 as 'R'.

 "..the undercarriage just sags under its own weight until it touches down, then compresses. Hooks weren't routinely used for airfield landing unless the 'chute candled and they dumped it for a go-around.." (Charlie Brown)

(unknown photographers, photo print above and slide below in my collection - you can click on the images to view them large - compare with the photo on page 43 of Pat Martin's "British Phantoms " Vol I)



Below; Royal Navy Phantom FG.1 XT 859, at Yeovilton, March 1969  (in my collection via Darryl Wickham). Another notable feature of FAA F-4s was the extensible nose wheel leg to reduce the 'wind over deck' requirement for safe launches from the smaller British flight decks/catapults.

" Everything drops when the weight is off the wheels. For carrier ops the nose wheel extended to give better angle of attack on launch. 1/2 flap for take off and full flap for landing. The leading edge flaps came down for both..On the FGR2 we didn't have the extending nosewheel although it might have been useful on a QRA launch from Stanley! We also landed into the cable. It was a 600 foot pull out not too dissimilar to The Ark. The oleos extended under gravity. so what you see on landing is normal. I think the early FG1s had the extending nose wheel. A few of the Navy mods were retained such as the slotted stabilator but most were slowly phased out."






Also on this blog;

F-4 Phantom Squadrons in the RAF in 100 photos
http://falkeeinsgreatplanes.blogspot.co.uk/2014/04/british-phantoms-f-4-phantom-ii-in-raf.html


Phantom Pharewell - German Air Force JG 71 Richthofen F-4F's retiring this weekend
http://falkeeinsgreatplanes.blogspot.co.uk/2013/06/phantom-pharewell-german-air-force-jg.html