This site provides information about the cockpit layout of the McDonnell F-4H-1 Phantom II aircraft (later redesignated F-4B-15-MC) and displays its instrument panels and information about the avionics. F-4B Phantom II aircraft construction started in 1962 for the US Navy, after the F-4A (F-110) prototype had been approved. The USAF also became interested in the aircraft and 27 F-4Bs were provided on loan to the USAF for a trial period, starting in February 1963 (source: Joe Baughers F-4B Phantom II page).
The McDonnell Aircraft Corporation merged with Douglas Aircraft Company Incorporated on April 28, 1967, to form the McDonnell Douglas Corporation. This page includes information about the avionics common to the F-4B Phantom, and indeed to most other Phantom versions. Instruments specific to F-4C, F-4D, F-4E, F-4F, F-4J/S and F-4M Phantoms are shown on separate web pages.
Initial evaluation of the F-4B Phantom by the USAF occurred mainly at the 4453rd Combat Crew Training Wing at MacDill Air Force Base in Florida.
Later in the 1960s, F-4B aircraft were upgraded/converted to F-4N standard. This conversion was part of the Service Life Extension Program (SLEP) called Project Bee-line (source: R.F. Dorr, 1984. McDonnell Douglas F-4 Phantom II. Osprey Air Combat Series, Motorbooks International, USA).
Spook, the F-4 Phantom mascotte.
Sticker indicating date of modification at Noris Naval Air Rework Facility.
Logo of the Bee-line F-4B Phantom service life extension project.
In general, instrument panels and avionics may have stickers
reading, for instance, NAVAIREWORKFAC MOD 10|72 NORIS. This indicates
that some kind of modification of the item bearing the sticker was done,
in this particular case at Naval Air Station (NAS) North Island (part of
the largest aerospace-industrial complex in the Navy - Naval Base
Coronado) in 1972. Avionics used in F-4 Phantom aircraft can easily be
recognised as these usually have a small sticker with Spook, the
mascotte of the F-4 Phantom (see above).
Danny Coremans from DACO Publications released an new book titled Uncovering the US Navy Q/F-4B/J/N/S Phantom in 2009. This book contains hundreds of colour pictures of the inside and outside of the different Navy Phantom II aircraft, showing technical details of fuselage, cockpit, engine, weapons systems, avionics, etc., and also contains scale drawings of the various F-4 Phantom aircraft types and their cockpits that are valuable for scale model projects.
I can recommend this book to anyone who is interested in the Navy Phantoms. Sample pages from the book and ordering information are shown DACO's Navy F-4 Phantom book page. Please do check it out...
The F-4B Phantom also featured in advertisements of ACS Industries, Inc. (sidewinder infrared detection) and General Electric LMED (flight control system) in aviation journals in the 1960s and 1970s. The image below shows one of these advertisements published in 1964. If you have an advertisement featuring the F-4 Phantom, I would appreciate it if you could send me a scan (e-mail: email@example.com).
Streak Eagle has designed a very nice high resolution F-4B
cockpit, which is partly based on the images shown below. If you are
looking for a high resolution F-4B cockpit for your flight simulator,
check out his version at CombatACE
F-4B Hi-res Cockpit. These cockpits are also available on AVSIM.
Typical F-4B and RF-4B Phantom cockpit layouts, as depicted in
the Navy flight manuals, are shown below.
Early F-4B rear cockpit RIO instrument panel layout, before installation of the Dual Control Kit (throttles, flight stick and instruments), Shoehorn and other modifications. Source: NATOPS NAVAIR 01-245FDB-1 (1975) F-4B and F-4N flight manual.
F-4B/N rear cockpit RSO instrument panel layout with engine and flight information indicators installed after the Dual Control Kit installation, allowing the RSO to fly the aircraft if the pilot was unable to. Source: F-4 Aircraft TDDR-50 trouble shooting manual, General information, Sections 0 (1 November 1965).
F-4B/N rear cockpit RIO instrument panel layout after Shoehorn, data link, AIMS and VTAS and all F-4N. The aircraft were upgraded in the Shoehorn Project in 1967. Source: NATOPS NAVAIR 01-245FDB-1 (1975) F-4B and F-4N flight manual.
RF-4B front cockpit layout. Source: NATOPS NAVAIR 01-245FDC-1 (1967) flight manual.
RF-4B rear cockpit layout. Source: NATOPS NAVAIR 01-245FDC-1 (1967) flight manual.
The following description of the history of F-4B Phantom II with BuNo 150652 was made possible by Sid Nanson, who kindly provided historic records of this aircraft (Thanks again Sid!). Sid has access to Navy microfilm with records of each aircraft use by unit and date up to 1985. If you would like to receive information about a US Navy or US Marine Corps aircraft with a specific BuNo, please contact me and I'll relay your request to Sid Nanson.
The history of 150652 is presumably very similar to that of other F-4B, F-4C and F-4D aircraft that were constructed in the early 1960s. These fighter aircrafts were typically used for training, saw combat in Vietnam and finally returned to the USA to be stored in a storage facility after about 15 years of service in the late 1970s.
F-4B Phantom II 150652 was constructed by end of 1962 (Block 15-O) and was accepted by the Bureau of Naval Weapons Fleet Readiness (BWR FR) in St. Louis on 9 April 1963. The aircraft was then provided on loan to the 4453rd Combat Crew Training Wing of the USAF at McDill Air Force Base (AFB) in Tampa, Florida, for training/evaluation purposes. At this time she received USAF BuNo 62-12178 and was painted in the USAF colour scheme (see image below). However, the original Navy tail number 150652 remained displayed on its vertical stabiliser (source: Herman R. "Buck" Seibert's web site).
When the first F-4C Phantoms were finally delivered at McDill AFB, the borrowed F-4Bs were returned to the Navy. F-4B 150652 then went to the Overhaul and Repair (O&R) Facility of the Bureau of Naval Weapons Fleet Readiness (BUWEPS FR) on North Island Naval Air Station (NAS) from 3 June until 5 August 1964, where it was serviced and repainted in the Navy colour scheme.
The aircraft was subsequently used for training of VMF-513 "Flying Nightmares" (WF) pilots at Marine Corps Air Station (MCAS) El Toro in Orange County - California until 13 October 1964, when VMF-513 was redeployed, with their F-4Bs, to NAS Atsugi in Japan. VMF-513 replaced VMFA-531 at Da Nang airfield in June 1965 for a five month combat period, when their Phantoms were the only Marine fighter jets in Vietnam. The aircraft was also stationed at Cubi Point in the Philippines and Iwakuni MCAS in Japan with VMF-513 in this period. The overseas deployment of VMF-513 ended in October 1965 and the squadron reformed at MCAS Cherry Point, N.C., leaving some of their Phantoms, including 150652, behind.
On 13 October 1965 F-4B 150652 was received by Marine Fighter Attack Squadron 115 (VMFA-115) in Da Nang, Vietnam. These "Able Eagles" flew over 34,000 combat air patrols with F-4Bs during the Tet Offensive and the battles at Hue City, Khe San and Task Force Delta.
On 14 April 1966 the F-4B was transferred to the Marine Fighter All Weather Squadron VMF AW-314 (Black Knights, VW tail code) in Da Nang for more combat operations.
She remained with the Black Knights until 1 August 1966 when she was transferred to VMFA-542 (Tigers, tail code WH), who operated F-4Bs in combat missions from Da Nang air field, as well as from the Chu Lai air base of the US Marine Corps south of Da Nang. This airfield was created in 1964 to reduce congestion at Da Nang air field. Between 1 August and 9 October 1966 150652 was also stationed at MCAS Iwakuni
On 14 November 1967 150652 was returned to VMFA-314 for more close air support and combat missions from Chu Lai airfield. The return of 150652 to Marine Air Base Chu Lai may have been prompted by a tragic F-4B crash that took the lives of the pilot Glenn Gates Jacks and his Radar Intercept Officer, 1st Lt. Fred E. MacGeary. During take-off for a strike mission, their aircraft suffered an electrical malfunction that caused flame-out of both engines causing their Phantom to crash on the beach.
The F-4B remained in Vietnam with VMFA-314 until 3 February 1969, when it was received by Marine Fighter Attack Training Squadron VMFAT-101 (Sharpshooters, SH tail code) based at Marine Corps Air Station (MCAS) El Toro, CA, and after the summer of 1970 at MCAS Yuma in Arizona.
The aircraft went to NARF North Island where it was the third F-4B that was converted to F-4N standard as part of the Bee-line project between 14 March and 5 July 1972.
On 23 March 1973 F-4N 150652 was received by VF-151 (Vigilantes) at Miramar NAS. Later in October 1973, the USS Midway with VF-151 left its homeport in Alameda, California, for its new homeport Yokosuka, Japan. The Midway was home-ported in Yokosuka until 1986. VF-151, when not at sea, flew out of NAS Atsugi, Japan (personal communication former F-4 Phantom VF-151 pilot John "Cat" Chesire, see also skywarrior.cool.ne.jp). Hence 150652 was operating for another four years from the Midway aircraft carrier in the Western Pacific and Vietnam using the NF tail code (see image below), operating from Atsugi NAS and from North Island NAS.
A good account of what flying an F-4 Phantom with VF-151 was during the Vietnam war is given by John "Cat" Cheshire on his very informative and entertaining www.flitetime.net web site.
The aircraft ended its active service on 27 May 1977. By that time it had accumulated a total flight time of 3643 hours, had made 737 landings, of which 387 were arrester landings, and had experienced 380 catapult shots onboard aircraft carriers.
F-4N Phantom 150652 was subsequently stored at 'The Boneyard', the Military Aircraft Storage and Disposition Center (MASDC) at Davis-Monthan AFB in Tucson, Arizona. After sitting there for 6 years, 150652 was finally struck of charge on 1 August 1983. The AMARC Experience database shows that the aircraft was transferred from the U.S. Navy. Ex. AMARC PCN inventory number 8F041 to U.S. Air Force (PCN FP007) on May 3, 1985. On 10 June 1985 the aircraft was finally transferred to the Tolicha Peak Electronic Combat Range (TPECR), a facility of the Nellis AFB Nevada, to be used as target. The aircraft was obviously scrapped and its main pilots panel removed between 1985 and January 2002, when the instrument panel was sold at an aviation fair in Europe.
To further complete the history of F-4B Phantom 150652, I am looking for additional pictures and documentation (log books, etc.) of this aircraft. Please contact me if you have any information available.
The main pilot's instrument panel shown below was in very poor condition when purchased in Europe in 2002. This was presumably the result of prolonged storage of the aircraft in the harsh Arizona desert sunlight conditions before the Phantom was scrapped. Most instruments were missing from the panel and one instrument (turbine inlet temperature with red off flag) presumably came from a different aircraft. Screws were very rusty and the right-side glare shield was bent, whereas the left and center glare shields were missing. During its life, the panel had obviously been repainted in a lighter grey colour than the original dark grey factory colour, with the newer paint dissapearing in places revealing the older, darger grey, paint layer.
The radar intercept officer (RIO) in the rear cockpit had his own instrument panel. In general, this panel displayed flight information (AAU-19 altimeter, mach air speed, true airspeed, artificial horizon), radio channel (ID-808/ASQ indicator), limited navigation information (Bearing-distance-heading indicator), threat warning information (AN/APR-25(V)), and warning lights for fuel, canopy lock, and wing pins locks. Furthermore, the panel contained controls for the radar (AN/ALR-45 disable panel) and a clock. The layout of the rear instrument panel was changed several times when modifications were implemented, as can be seen in the flight manual cockpit images shown above. The panel F-4B/N below shows a typical rear cockpit panel after implementation of Project Shoehorn, when Data link, AIMS and VTAS (visual target acquisition system) were implemented as part of an upgrade to the electronic warfare capacity of the F-4.
In the early F-4B Phantoms, the rear cockpit did not have any flight controls. At some stage, before 1965, a dual control kit was installed (throttles and flight stick) in the rear cockpit and the layout of the instrument panel was changed to the layout as depicted in the 1965 TDDR-50 trouble shooting manual (see image above) to include tachometers, turn and bank indicator, vertical velocity indicator and an accelerometer. The F-4B Phantom from which this particular panel was removed did first have this dual control kit layout and therefore dated from before 1965. The F-4B was converted to F-4N after Shoehorn and installation of the AN/ALR-45 system, which required modification of the rear RIO instrument panel to that shown in the picture above. However, the electrical wires and connectors that connected to the Turn & Bank, Rate of Climb, Accelerometer and left and right Tachometer indicators that were deleted from this panel were not removed from the aircraft and are still connected to dummy connectors at the back of the instrument panel.
For the restoration of an F-4B/N panel I am looking for left and center GLARE SHIELDS. Images of these parts are shown below in the instrument close-up section. I am also looking for the take-off and landing and the AMCS BIT edgelit data plates for my rear F-4B/N RIO instrument panel. Many people are trying to restore F-4 Phantom panels or cockpits and they are always looking for instruments and parts. So if you have any F-4 Phantom instruments, control boxes, data plates, throttles or other parts available, please contact me at firstname.lastname@example.org if you have any parts available. You might help a collector finding just what he needs to complete his cockpit restoration project or flight sim project.
In the overview of cockpit instruments and control panels below, I have tried to include electrical pin connections (pinouts) for operation of the instruments and for lighting purposes. I am not sure though if these are the same for all versions of indicators shown, so I cannot give any guarantees that it may work for your particular instrument and you would have to test it at your own risk.
I would like to thank Henry (a link to his F-4D web site is given below) for providing me with information on how to light up some of the instruments (pin connections for ground and +5 V). The other sources I had for this information are the Technical Manual TO. 1F-4C-2-13, Maintenance Instructions Electrical Systems USAF Series F-4C, F-4D, F-4E and RF-4C published under the Authority of the Secretary of the Air Force, 1 June 1967 (Change 4, 1 July) and the F-4 Phantom Trouble Shooting manuals (McDonnell TDDR-50 Series).
I would appreciate receiving additional information on pin connections of the instruments listed. I would like to give complete descriptions of the electrical connections for each instrument, as I have already done for the Artificial Director Indicator and other instruments below.
According to Alex, who did 15 years of avionics maintenance on
the German F-4F Phantom. the C-160, the Bell UH-1D, etc., there were
several instruments that were not integrally lighted on earlier US and
international F-4 Phantoms, as was common in the F-104 Starfighter and
other fighters of the early 1960s. These instruments included the clock
(e.g. Waltham A-13A used in the German F-4F) , VSI, G-meter,
engine instruments such as the tachometer and nozzle position indicators
with the "closed" position on the left). These instruments were lighted
by UV-A light supplied by floodlights in the cockpit. The pointers and
dials of these instruments were painted with fluorescent paint that
would light up brightly when exposed to UV light. Ageing of the
fluorescent paint often causes yellowing of the pointers and dials of
the externally lighted instruments. Most of these instruments were later
replaced by more modern, integrally lighted versions (e.g. the
Waltham A-13A clock by an Aerosonic ABU9/A clock made under a Waltham
license that was used in Turkish F-4 Phantoms). Later F-4B Phantom
models had integrally lighted instruments, which means that (mostly red
coloured) lights were built in into the housing of the instrument and
power was supplied to the connector on the back of the instrument both
for its operation and instrument lighting.
For most of the Phantom instruments with integral lighting, I have provided pinout connections below. Power required varies between 5 V, 14 V and 28 V AC or DC. Before connecting, please do check if the pin connections given below are for lighting of your instrument and what the required voltage is. You can test the latter to some extent by measuring the resistance over the pins. The resistance of commonly used 5 V light bulbs is typically 1.5-2.5 ohms, whereas values of 7-9 ohms are for 14 V lighting and 19-21 ohms indicate 28 V power. In rare instances you'll measure 67 ohms, which is for 114 V lighting.
Be aware that some instruments have the ground pin connected to the instrument housing/airframe. Be careful that you don't connect the +5 V power line to the ground pin in this case. Your indicator will light but your power supply may be short-circuited when you connect more than one instrument in your panel...
Below are close-up shots of common indicators and control panels used in the F-4B and RF-4B Phantom II. Note that there have been a great variety of gauges used and this section just shows those images that were available to me. Thanks to everybody who contributed images!
|Indicators and warning lights|
Click here to view connector pin lay-out (Amphenol MS/TP MIL-C-26482, 18-32 insert arrangement connector)
|This is the Lear Siegler Inc. (Instrument Division, Grand
Rapids, Michigan, USA) ARU-11/A Artificial Director Indicator (ADI).
It is similar in appearance and electrical connections as the Lear
Siegler Inc. ID-1144/AJB-7 ADI and both were used in the various
Phantom types. It sits in the center of the main pilot's panel and
receives signals from remote units. The heading, pitch and roll can
be moved using synchros. Pin connections are: A=Ground, B=115 V- 400
Hz, F=Heading-x, G=Heading-y, H=Heading-z, J=Glide-slope-flag+,
P=rate-gyroscope-power-warning-flag+, R= rate-gyroscope-power-warning-flag-,
S=glideslope-pointer+ , T=glideslope-pointer-,
U=vert-ptr-flag+, V=vert-ptr-flag-, W=horiz-ptr-, X=horiz-ptr+, Y=vert-ptr-, Z=vert-prt+, a=pitch-x, b=pitch-y, c=pitch-z, d=roll-x, e=roll-y, f=roll-z, g=lighting (5 V), h=lighting (GND), C,D,E,L,M,N and j not used.
Horizontal Situation IndicatorCollins Radio Company (Cedar Rapids, Iowa, Manufacturer's code 13499) AF/A24J-1 Horizontal Situation Indicator (HSI). Sits in the center of the main pilot's instrument panel below the ADI and receives signals from remote units (central air data computer, etc.). Another version used was the ID-1411/ARN from Collins Radio Corp. (Cedar Rapids, Iowa).
The instrument has two sockets for its electrical connections labelled 1J1 (56 pins) and 1J2 (41 pins amplifier connector). Several synchros control the movements of the various indicator parts. I will only list the light connections here. Integral lighting (connector 1J1): x= ground, y= 5 V AC/DC. Mode word lights (1J1, voltage unknown, 28V???): z= ground, AA= Nav, BB= DL (left side), CC= ILS, DD= MAN, EE= TAC, FF= TGT, GG= UHF and HH= DL (right side). Contact me for more info on pinouts. Information source: TDDR-50 F-4D trouble shooting manual (1967) and pers. comm. Mr. A. Leaver.
Mode Selector Control (MSC) panelsThe MSC is utilised by the electronic central to control information from the TACAN and ADF subsystems to be displayed on the pilot's navigation instruments. The BRG/DIST switch is used to control information displayed on the HSI bearing pointer and distance counter. The MODE switch controls the operation of the flight director computer, which processes the data for the mode selected for display on the HSI and ADI. Five versions are shown here, all made by Collins Radio Company (USA, DSGN Act. MFR code 13499). I do not know if the 3-mode switch panel (C-8109/A) was used in F-4 Phantoms. The (R)F-4B, (R)F-4C, (R)F-4D, (R)F-4E, (R)F-4F, F-4K and F-4M Phantoms initially had the 4-mode (C-8160/A) switch. After upgrades, the (R)F-4C/D/E/N and F-4J/S models had the 6-mode switch (C-8898/A), including DL and ILS modes. Some of the F-4C/D/E/F Phantoms were later(?) upgraded with the C-10311/A panel, which was also used on the F-4G (Wild Weasel) Phantom II.
LOng RAnge Navigation (LORAN-D tactical navigation system AN/ARN-92) was installed in at least 20 RF-4C aircraft, requiring a modification in the navigation mode control selector panel as shown in the lower image.
||ID-818B/APN-141(V) radar altitude indicator, manufactured by 93738. This radar altimeter is displayed in the F-4B/N and F-4J flight manuals. A red "low altitude" warning light is mounted next to the indicator on the pilot's panel below the true airspeed gauge. To light this instrument connect pin L to ground and pin K to 0-5 V AC or DC. The ID-1760/APN-194(V) Radar Altitude indicator, manufactered by Minneapolis-Honeywell Regulator Co., Aeronautical Div. Minnesota, is similar but has the low-altitude warning light on the face plate of the indicator. This radar altitude indicator was used in the F-4J/S aircraft.|
||ID-1304/APN-141(V) radar altimeter indicator, manufactured by 93738. This radar altimeter is rather similar to the above but has the zero altitude at the twelve o'clock position. It may have been an alternative for the indicator above. The red "low altitude" warning light is mounted next to the indicator on the pilot's panel below the true airspeed gauge. To light this instrument connect pin L to ground and pin K to 0-5 V AC or DC.|
|Alternative radar altimeter ID-1162/A/APN-159 used in the RF-4B (and RF-4C, D and E) aircraft. Pinouts are: A= 15 V AC altitude coarse synchro x, B= synchro y, C= synchro z, D= 15 V AC altitude fine synchro x, E= synchro y, F= synchro z, G= +20 V DC remote stdby control, H= +20 V DC remote ON control, J= GND, L= 0-5 V AC lighting, M= GND, P= 28/14 V AC 200 ft warning light, R= GND, U= +28 V DC BIT lamp relay control, W= GND, X= +20 V DC BIT switch and servo amp, Y= -20 V DC On-OFF-STDBY flag, Z= -20 V DC On-OFF modulator driver bias, a= +28 V DC system power control, b= +28 V DC fail safe flag operation, c= +28 V DC relays and servo amp, d= 28 V AC motor excitation, g= +20 V DC BIT sensitivity check, h= +20 V DC XMTR power check, j= +20 V DC XMTR frequency check (Source: McDonnell Douglas RF-4E (GY) Aircraft TDDR-50 Series Trouble Shooting Manual, Vol. 2, 1970).|
||Conventional pressure-type altimeter type MC-3, used in the
F-4B, manufactured by Kollsman Instrument Corporation, USA. Lighting:
5 V at pins B and C.
AAU-19A/A servoed counter-drum-pointer
altimeter (Bendix Instruments and Life Support
Division, Davenport, Iowa, USA). Used in
aircraft 153780ac and up, and all others after
AFC 388, instead of conventional MC-3 pressure
altimeter. Barometric input is used in both
standby and normal (servoed) modes. In standby
mode, altimeter functions as a conventional
pressure altimeter. In normal mode, if
indicated barometric pressure altitude matches
true pressure altitude from central air data
computer system (ADCS), no correction is
made. If there is a difference, a synchro
overrides the barometric mechanism and
positions the pointer to true altitude. The
indicator has a 24 pins connector, pins
numbered from 1-24. Pinouts are as follows
(source TDDR-50D F-4D trouble shooting manual
vol. 5): 2 = 115 V AC, 400 Hz, 3 = 115 V AC
return, 4= 0-5 V lighting, 5= 0-5 V lighting
return (GND), 14= chassis (GND), 15= 26 V AC,
400 Hz (for servo), 17= servo y, 18= servo x,
19= servo z, 20= vibrator +28 V DC, 21=
vibrator GND. Resistances between servo xyz
pins are 80-90 ohms. Below is the altimeter
page from the F-4D Aircraft TDDR-50 Series
Troubleshooting manual (McDonnell Product
Support Division, 1966. Vol. 1).
|Pioneer - Bendix Corp. airspeed and mach number indicator shows airspeed at low speeds and includes Mach number at high speeds. Both readings are indicated by a single pointer moving over a fixed airspeed scale from 80-800 knots and a rotatable Mach number scale graduated from Mach 0.4 - Mach 2.5. A movable bug is included as a landing speed reference and can be positioned by the knob on the face of the instrument. The indicator utilises corrected static pressure source from the ADCS, which eliminates the need for instrument position error correction. To light connect pin A to ground and pin C to +5 V.|
|Specialties, Inc. (Syosset - New York (MFR code 78423) or Charlottesville - Virginia (MFR code 10639)) ARK-10A/A24G-8 angle of attack (AOA) indicator. Two identical looking indicator versions but with different pinouts exist, an older one with MFR Part No. SLZ9081 (before T.O. 1F-4C-4-842), used with AOA sensor SLZ9170, and a later one with MFR Part No. SLZ9421 (after T.O. 1F-4C-4-842). Note that the ARK-10B indicator of the F-4S has a scale from 0-42 units, rather than the 0-30 units of the ARK-10A indicator displayed here. The AOA system uses a 3-wiper potentiometer probe transmitter (SLZ9170) to measure the angle of attack. One of these potentiometers drives the indicator, whereas the other two are connected to the CPK-71/A24G-25 Central Air Data Computer. The system includes the AOA indicator (SLZ9081, SLZ9421), indexer lights (see below), approach lights and a stall warning vibrator (rudder pedal shaker). The system provides the pilot with visual indication of the AOA to realise optimum performance, especially during approach and landing. AOA settings are: optimal climb rate 5.5. units, max. endurance 8.5 units, stall warning 21.3 (drooped ailerons) - 22.3 units (non-drooped ailerons) and approach on speed 19.2 units. Pinouts for ARK-10A/A24G-8 SLZ9421, with a 26 pins connector are (source: F-4D aircraft TDDR-50 Series trouble shooting manuals Vol. 5, 1967): A= AOA transmitter potentiometer 0 kohm input, B= AOA transmitter potentiometer 2.7 kohm input, C= AOA transmitter potentiometer wiper arm input, pin D externally connect to pin E, F= approach index light (HI AOA), K= approach index light (MED AOA), H= approach index light (LO AOA), M= output to stall warning vibrator (switches to GND), N,P= +28V DC input, R,T= GND input, S= +28 V DC input approach index light relays, U= light 0-5V input. SLZ9081 also lights with pin T= GND and pin U= +5V AC/DC and I suspect that pinouts are identical to SLZ9421.|
||AOA indexer lights (Grimes Division, Spec. NA 5-78183, P/N
20020) mounted on left and right hand sides of the windshield (front
cockpit). These present landing approach AOA information by
illuminating symbolic cut-outs with landing gear down. Lower symbol
lit at fast airspeeds, upper at slow airspeeds. The "shoot" light was
installed in F-4N, F-4S (and F-4J after AFC506) aircraft. It
illuminated when radar lock, range and aspect requirements to a
target were met and all switches properly set for launch of the
selected air-to-air missile (thanks Bob for the information).
|Remote standby attitude indicator (SAI, 2" size, type MS27150-1, Sperry Phoenix Co., Div. Sperry Rand Corp., USA). Attitude information is supplied by the AN/AJB-7 system and is limited to pitch and roll. After AFC 478, a gyro fast erect switch was implemented on the main panel for increasing the erection rate of both attitude indicators. Pin connections are presumably the same as for the ID-1448A/A SAI (verify resistances): A= GND, B= 114V 400Hz, D: Roll x, E: Roll y, F: Roll z, J= flag (to common pulls), H: Pitch y, P: Pitch z, R: Pitch x. The indicator has 5 V lighting on pins K and L (measured resistance about 2 ohms).|
||Pioneer - Central Division of Bendix Corporation (Davenport, Iowa) vertical speed indicator (VSI). Located on the main pilot's instrument panel. It shows the rate of ascent or descent of the aircraft and is so sensitive that it can register changes in the rate of gain or loss of altitude that are too small to cause noticeable changes in the altimeter readings. It is connected to the corrected static pressure system of the airplane. A failure of this system (STATIC CORR OFF warning light illuminated) may result in slightly erroneous vertical velocity indication. Internally lighted - red lighting.|
|Accelerometer, scale -4 to 10 g. Stand alone instrument. The Phantom used the ABU-4/A made by Pioneer - Central Division of Bendix Corporation (Davenport, Iowa). Internally lighted - red lighting.|
|The 8-day mechanical clock. Internally lighted ABU-9/A or ABU-11/A clocks, among others made for McDonnell by Waltham Aircraft Clock Corp. (Ozark, Alabama), Wakman Watch Co. (New York) and Aerosonic Corp. (Clearwater, Florida), were used in the F-4C, D and E.|
|ABU-5/A clock with internal lighting (red, pin A: GND, pin B: 5V AC/DC power). Manufacturer: Waltham Aircraft Clock Corporation. Clocks used on the F-4C were the ABU-9/A and the ABU-11/A (made by: Aerosonic Corp. (Clearwater, Florida).|
|Compass, magnetic pilot's
standby. Manufacturer Airpath Instrument
Company, MS17983-2. Lighting mounted on face,
28 V DC. Each cockpit has one of these
installed in a small panel on the canopy
sill. Their locations and electrical
connections are shown in the F-4D Aircraft
TDDR-50 Series Troubleshooting manual
(McDonnell Product Support Division,
1966. Vol. 1).
|Airesearch Mfg. Div. of Garrett Corp. AVK-14/A24G-8 True airspeed indicator on pilot's and RIO instrument panels. Calibrated range of the system is from 150-1500 knots TAS. The system is not reliable at low airspeeds and may indicate 60-180 knots while the aircraft is motionless on the ground. True airspeed outputs are produced from the signal of the total temperature sensor of the ADCS by routing this signal though a potentiometer driven by one of the Mach number function cams. Mach number is translated to true airspeed. Pinout: A= 28 V DC, B= 28 V AC (synchro), C= synchro z, D= synchro y, E= synchro x, H,F= GND, G= 0-5 V light (source: McDonnell, 1967. TDDR-50 Series F-4D trouble shooting manual. Vol. 5.).|
|Fuel quantity gauge from Honeywell, Minn. USA. Fuel status is measured by capacitance (Z) changes in sensors in the wing and fuselage fuel cells. Pinouts: A= GND, B= FUS LO-Z, C= 0-5 V AC/DC lighting, F= 115 V AC (phase C), H= COMP LO-Z, K= WING LO-Z, L= GND lighting, M= HI-Z. Wing tanks empty: 96.8 pF (UUF) between WINGS LO-Z and HI-Z, fuselage cells 2,3,4,5 and 6 empty: 154.1 pF (UUF) between HI-Z and FUS LO-Z (Source: McDonnell Douglas (1970). RF-4E(GY) TDDR-50RE Series Trouble Shooting Manual).|
|Bendix Corp. (Montrose, Philadelphia) fuel flow gauge. To light this instrument connect pin A to ground and pin E to +5 V. A different version with straight, long indicator needles is shown in the F-4J and F-4S flight manuals.|
|General Electric ERU-5/A engine tachometer
indicator, also called the RPM gauge. System
consists of the indicator and a J-79-GE-x jet
engine-driven two-pole tachometer generator
(Mod. no. 32164-015, MS Part no. MS25038-4)
that produces a variable 3-phase alternating
current (21 V AC at 4200 RPM calibration
speed) that is used to indicate the percentage
of maximum engine rpm. Two phases of the
tachometer generator are connected to pins A
and B, whereas the third phase is connected to
ground (GND). The system is self-contained and
needs no external power, except for
lighting. Pinouts: A,B= tachometer generator
leads (to A,B pins on tachometer generator),
C,E= GND, D= 0-5 V AC/DC lighting.
The tachometer generator is on the lower left front side of the J-79-GE power plant (Source: McDonnell Douglas (1970). RF-4E(GY) TDDR-50RE Series Trouble Shooting Manual).
Lewis Engineering Co.
Consolidated Airborne Systems, Inc.
|Two exhaust gas temperature (EGT) indicators are located on
the pilot's panel. The gauge indicates the temperature of the exhaust
gas as it leaves the turbine unit during engine operation. The
electrical signal is generated by dual loops of 12 K-type Chromel -
Alumel (Cr/Al) thermocouples, that have an operating range of -200 to
1200 °C. One loop is used for engine temperature control, the
other loop connects to the indicator and feeds it with a small
voltage that depends on the thermocouple temperature. The indicator
is of a null-seeking potentiometer type, balancing the thermocouple
voltage against a constant voltage source with a small servo that
simultaneously balances a bridging circuit and operates the pointers.
Different versions of EGT indicators were used in the F-4 Phantom. The upper two indicators are both made by Penn Airborne Products Co. and only differ in the colour of their "off" flag. The third one was made by the Lewis Engineering Co., Naugatuck, Connecticut, whereas the fourth one was made by Consolidated Airborn Systems, Inc. (Carle Place, N.Y.) and had a flag moving in front of the "off" text, rather than small window in which the "off" flag turned up. The fifth EGT indicator is made by General Electric. Pin connections are:
A: Al thermocouple wire (negative lead)
B: Not connected
C: 115 V 400 Hz
D: Cr thermocouple wire (positive lead)
E: 0-5 V AC or DC power supply for lighting (red light)
F: Ground (0 V) for both indicator and lighting power supply
G: Not connected
The connector is an Amphenol Matrix MS/Standard Mil-C-5015 cylindrical connector. Click here for an image of the pin layout obtained from the Amphenol catalogue.
A crude test to check if the instrument is OK can be done by measuring the resistances between pins E-F (about 2 ohms for 5 V lighting) and pins C-F (150-160 ohms). The General Electric EGT indicator differs from the others in that the resistances between pins C-F (indicator power) and E-F (lighting) are 88 ohms and 16 ohms, respectively. The latter may indicate that lighting voltage for this indicator is at 12 V, or even 28 V instead of the usual 5 V, which would give a measured resistance of about 2 ohms.
The EGT indicator can rather easily be used in flight simulator projects by applying small voltages (K-type thermocouple sensitivity is about 41 μV/°C) to thermocouple connector pins A and D to simulate temperature readings.
|Two exhaust, or Jet nozzle position indicators made by
General Electric Company (Instrument Department of Industrial
Electronics Div., West Lynn, Massachusetts) are located on the main
pilot's instrument panel. These show the exit area of the exhaust
nozzle and enable the pilot to make a comparison of nozzle position
between engines. They are also used to establish relationships
between nozzle position, exhaust gas temperature, and throttle
settings. The nozzle position indicator is driven by a 500 ohm
potentiometer controlled by nozzle feedback linkage.
The upper image (courtesy of Andy) shows the early version, used in Navy F-4B aircraft (shown in the 1975 F-4B/N flight manual) and USAF F-4C, F-4D and F-4E aircraft (and the F-104). Minimum nozzle area is indicated at left and instrument is lighted by UV floodlight. The second image is a later version with the closed nozzle position now indicated at right. Internal red lighting. Pinouts: A= nozzle position potentiometer wiper arm (0-500 ohm), B= nozzle position potentiometer 500 ohm lead, C= +28V DC, D,F= GND = 0 ohm nozzle position tensiometer lead, E= 0-5 V AC/DC lighting (Source: McDonnell Douglas (1970). RF-4E(GY) TDDR-50RE Series Trouble Shooting Manual).
|ID-808/ASQ Remote UHF Channel indicator, manufactured by
Collins Radio Company (Cedar Rapids, Iowa). To light this instrument
connect pins j to ground and pin k to a 0-5 V AC power source.
|Wheels warning indicator light. Illuminates when the wheels
are up and the flaps are down.
||Master caution indicator light.
||Fire/Overheat warning light, image courtesy of Dale.
|Fire test button. Tests the circuitry as well as the
In addition to these gauges, indicator lights and switches, there are the following control panels on the main panel (list not yet complete).
|Control panels on main pilot's instrument panel|
|C-8109/A Control, mode selector panel (Collins Radio Company). Controls functioning of the Horizontal Situation Indicator (Early version). Light at pins q or r (GND) and pin d (5V).|
|Feed tank check and take-off checklist data plate. Note: this is a replica and I am still looking for an original...|
|Landing checklist data plate for an F-4B and low altitude (radar altitude system) warning light (red).|
|Radio call sign data plate.
||NAVY version of the missile status panel, also constructed
by Master Specialties Co., USA. It also has two extra indicator
lights ("selected") for the right and left wing stations. The panel
has a sticker from the Beeline project indicating that it was first
used in an F-4B that was later converted to F-4N. The 8-position
rotary jettison switch in the F-4E version of the missile status
panel is from Cole Instrument Corp. (est. 1965), USA. The F-4B has an
earlier type of switch with a plastic button (shown here). Lighting
for the edge light panel: A ground, E 0-28 V AC
|Missile status and missile control panel operation: The "inboard wing" jettison position's function (L.WING and R.WING group of lights) varies with different model Phantoms but was originally designed to jettison AIM-7's mounted on the inboard wing stations (AERO-7a pylons) of Naval Phantoms. The F-4B Missile Status Panel therefore has extra lights in the center groups where the black covers are positioned for this Air Force F-4E model. The extra F-4B lights read SELECT and were illuminated (green) when the AIM-7 radar guided Sparrow air-to-air missiles had tuned to the continuous wave transmitter frequency. The TK light came on whenever a 600 gallon centerline fuel tank was installed. When TK was illuminated, neither of the two forward AIM-7's could be fired or jettisoned because they would collide with the tank. Their "tuned" status (indicated by the green SELECT light) also could be monitored until the tank was jettisoned or the missile fairing circuit breaker pulled. When AIM-9 Sidewinder missiles (up to four) are carried on the inboard wing stations, the green SW light is illuminated for the particular missile that is next in the firing sequence. If that missile was "bad", i.e., it gave no audio tone when an IR source should have been detected, the pilot could step to the next missile in the sequence by hitting the momentary HEAT REJECT switch located on the Missile and Bomb Control panel until he got to a good missile. The amber READY lights illuminate when the respective AIM-7's are tuned and the missile ARM/SAFE switch on the Missile and Bomb control panel is in the ARM position or if HEAT is selected (meaning the trigger will fire an AIM-9) and the ARM/SAFE switch is in ARM. The inboard station lights were not used on the Air Force aircraft as their MAU-12 inboard wing pylons were nuclear weapons capable but not AIM-7, so the select light was removed from the missile status panel (thanks Bob for the explanation). The bomb control panel has a protected centerline station switch and the Low Altitude Bombing System (LABS) switches.|
F-4B/N Missile and Bomb control panel with main power, HEAT REJECT and ARM missile control switches.
|F-4B pedestal panel|
||F-4B Pedestal panel, center console containing the rudder pedal adjustment mechanism (model R1068M1), 2 oil pressure gauges (right: MSI7996-2, General Aero Products Corp., Copiaque, USA and left: Bendix Corporation, South Montrose, PA, USA), 3 hydraulic pressure gauges (right and center: Bendix Corporation, South Montrose, PA, USA and left: MSI7996-1, General Aero Products Corp., Copiaque, USA) and one pneumatic pressure indicator (Bendix Corporation, South Montrose, PA, USA). All indicators are autosyns. It seems that the Bendix and General Aero gauges were interchangeable and were used both at the same time.|
|Rear cockpit F-4B/N RIO instruments and panels|
||F-4B/N airspeed and mach number indicator made by Kollsman Instrument Corporation. Unlike the airspeed and mach number indicator in the main pilot's panel, this indicator is not internally lighted and is shown with its lighting mounted to the front.|
||F-4B/N bearing - distance - heading indicator (BDHI) made by Collins. The indicator shown is a prototype and is labelled AN/ASQ-19(XN-1), rather than the usual ID-663/U, from the AN/ASQ-19 Integrated Electronic Central. The later versions have the distance indicated on the right side of the dial, rather than on the top. The ID-808/ASQ Frequency Channel indicator also belonged to the same system. The instrument is not internally lighted and is shown with its lighting mounted to the front.|
F-4B/N AN/ALR-45 radar warning receiver antenna Band Disable Panel mounted on the rear cockpit RIO's instrument panel.
|RF-4B Radar scope and viewfinder|
||IP-710/APQ-99 azimuth - range indicator that was installed in the RF-4B (and RF-4C and RF-4E Phantoms).|
||LA-313A Viewfinder, installed in the RF-4B forward cockpit next to the IP-710/APQ-99 azimuth - range indicator (image courtesy of Mr. R. Hill).|
|Starboard side console control panels|
Lighting: edge lights: A 0-28 V AC, B ground, landing gear position indicators D 0-5 V AC, E ground. Pilot's leading edge flaps indicator D 0-5 V AC, E ground. Pilot's trailing edge flaps indicator D 0-5 V AC, E ground.
|Left vertical panel. This is for an F-4B (or F-4S) Phantom.
The USAF F-4E has boost pump indicators instead of wing trim and
rudder position indicators and a different position of the flaps
position indicators. Wheel and flaps position indicators from the
Penn Keystone Corp, Connecticut, US. Wing trim and rudder position
gauges from Bendix, stabiliser trim gauge from General Electric.
|Front cockpit intercommunication station (LS-460B/AIC) for
communication with RIO. Made by Collins Radio Company. Also used in
|Port side console warning lights and control panels|
||Generator control and master caution reset panel.|
|Control Temperature Mag. Amp. made by Garrett Manufacturing
Limited (Canada). Part of the cockpit air conditioning system.
Has a temperature control knob and a manual override switch, that is
selected when the automeatic system fails.
||C-7042/ARN-91 tactical air navigation (TACAN) control box.
||System DCK/212/A24G- 46 compass system control panel, Lear
Siegler Inc., Mich. USA
|Identification Friend or Foe (IFF) control panel used in the
early F-4 Phantoms and shown in the RF-4B manual image above
|Selective Identification Feature (SIF) control panel, manufactured by Jackson Electrical Instruments Co. Used in the early F-4 Phantoms and shown in the RF-4B manual image above|
|C-9451/ARC-159(V) control panel for the KY-28 voice encryption system.|
||ECM and SAM audio volume control (ECM: Electronic CounterMeasures, SAM: surface-to-air missile). Electronic countermeasures include electronic jamming and electronic deception.|
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