The F-4J was the final version of the Phantom II produced for the US Navy and US Marine Corps. It constituted an improved version of the F-4B and flew operationally for the first time in 1966. Of this version, 522 aircraft were constructed between 1966 and 1972. Because of increased weight and more demanding sink rates, the F-4J was fitted with a sturdier landing gear, which required modifications to the inner wings, as had been the case for the F-4C. F-4B aircraft were later converted to F-4N versions in a service life extension programme.
Similarly, 265 (of the 302 planned) F-4J aircraft went through a modification process at the Naval Air Rework Facility (NARF) at NAS North Island, to provide more structural strength, a longer fatique life, updated mission equipment (AN/AWG10 to AN/AGW-10B radar) and a slatted wing. These modified F-4J aircraft were designated F-4S and the first one flew in 1977. The modifications saved about 25% on aircraft maintenance. The slatted wing modifications consisted of an external strap that ran from one wing fold under the fuselage to the other wing fold, effectively zero-timing the wing. The outer wing panels were replaced with new ones. The first forty or so F-4J airframes converted to F-4S were completed before the slat "kits" were available. These were sent to the Marines as F-4J/S Phantoms (it was even painted on the aircraft). Later, the ones that were still around were brought back to NARF North Island and fitted with slats. Formation lights were also added to the vertical stabiliser, the fuselage and the wing tips. The aircraft were also rewired with newer wire. The above information was kindly provided by Mr. Jan jacobs, who has 1,400 hours of flight time in the back seat of the F-4B/F-4N/F-4J Phantoms and was the Technical Manual Data Manager for the F-4 at the Naval Air Rework Facility at NAS North Island from 1981 through 1984.
After the Falkland war, the RAF bought fourteen Navy F-4J Phantoms to replace F-4M Phantoms that were used to provide air defense for the Falklands with 23 Squadron at Port Stanley. The purchased F-4J models were removed from storage (Navy storage facility or Davis Monthan Air Force Base), upgraded and modified at the Naval Aircraft Rework Facility (NARF) at North Island in 1983 before leaving to the UK. These F-4J(UK) Phantoms were given the RAF numbers ZE350 to ZE364 (Navy BuNo 155894) and served with 74(F) Squadron at Wattisham in Suffolk, UK.
The F-4S Phantom was the last modification produced for the Phantom. Below are layouts of the F-4J Phantom cockpit from the fold-out pages in the flight manual, click on the image for a larger size image.
Streak Eagle has designed a very nice high resolution F-4J cockpit, which is partly based on the images shown below. If you are looking for a high resolution F-4J cockpit for your flight simulator, check out his version at CombatACE F-4J Hi-res Cockpit.
This section provides information on the main pilot's and RIO instrument panels of the Phantom F-4J and F-4S aircraft. The cockpit layouts as detailed in various Navy F-4J/S flight manuals are shown below. Please click on the images for larger versions.
F-4J front cockpit layout. This is the typical F-4J cockpit layout as for Block 22 (Source: F-4 Aircraft TDDR-50 Series Troubleshooting Manuals, Section 0, 1966).
F-4J rear cockpit layout. This is the typical F-4J rear cockpit layout as for Block 22 (Source: F-4 Aircraft TDDR-50 Series Troubleshooting Manuals, Section 0, 1966).
F-4J front cockpit layout. This is the typical F-4J cockpit layout as for the F-4J aircraft made in Block 33 (Source: Navair 01-245FDD-1 Navy model F-4J Flight Manual, 1973).
F-4J rear cockpit layout for aircraft 153071 through 158354, before AFC 506 (Source: Navair 01-245FDD-1 Navy model F-4J Flight Manual, 1973).
F-4J front cockpit layout for aircraft 158355 and up and for all others after AFC 506 (Source: Navair 01-245FDD-1 Navy model F-4J and F-4S Flight Manual, 1975).
F-4J rear cockpit layout for aircraft 158355 and up and for all others after AFC 506 (Source: Navair 01-245FDD-1 Navy model F-4J and F-4S Flight Manual, 1975).
Typical F-4S front cockpit layout (Source: Navair 01-245FDD-1 Navy model F-4J and F-4S Flight Manual, 1975).
F-4J rear cockpit layout for aircraft 158355 and up and for all others after AFC 506 and all F-4S Phantom aircraft (Source: Navair 01-245FDD-1 Navy model F-4J and F-4S Flight Manual, 1975).
Apparantly, there were only minor changes made to the RIO panel during conversion from F-4J to F-4S, although the radar system had been modified extensively, requiring new training for the radar intercept officers. Two amber warning lights (SW Ampl fault ind., RCVR-XMTR fault ind.) were added to the right of the panel, whereas the remote UHF indicator may have been removed, with the hole being covered by an aluminium plate.
The following description of the history of F-4J Phantom II with BuNo 155759 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.
F-4J 155759 was built in 1968 and accepted by NAVAIRSYSCOM in St. Louis on 20 July 1968. It was then transferred to VF-154 (Black Knights, tail code NK) at Miramar, where the aircraft was received on 29 July 1968. During the Vietnam War, the aircraft saw action with VF-154 during the 1969-1970 West Pacific cruise of the CVA-61 USS Ranger with air wing CVW-2, departing from Alameda (14 October 1969 - 1 June 1970). During this cruise, two F-4J Phantoms (155750 and 155775) were lost, with their crew members being killed (VF-154 F-4J 155750) or missing (VF-21 F-4J 155775).
On 13 October 1971 155759 went to VF-101 at Naval Air Station (NAS) Oceana, a US Navy jet base located in Virginia Beach, Virginia, where she remained until June 1972. 155759 then went into service on 6 June 1972 with Marine Fighter Attack Squadron 235 (VMFA-235 Death Angels, tail code DB) at MCAS Kaneohe Bay in Hawaii. On 14 August 1973 she transferred to VF-143 (Pukin' Dogs) aboard USS America, which was cruising in the Mediterranean until August 1974.
Transfer to VF-121 (Pacemakers, tail code NJ) at NAS Miramar, CA, on 12 August 1974 and later based on NAS North Island. In October 1975, 155759 was spotted during the airshow at NAS Miramar near San Diego, CA.
Received by VF-154 at Miramar on 24 February 1977. To VMFA-235 at Kadena, Kaneohe, Barbers Point, Cubi Point, Iwakuni on 15 September 1979.
On 10 December 1980 the aircraft was received at NARF North Island and was converted to F-4S on 12 December 1980.
After the conversion the F-4S was transferred to VMFA-312, serving at Beaufort, Oceana, Beaufort, Iwakuni, Cubi Point and Iwakuni until January 20, 1983, when she was transferred to VMFA-451 based at Iwakuni, and later Beaufort.
On 19 October the same year, while in Beaufort, the aircraft was received by VMFA-115, and on 15 November 1984 by VMFA-251.
155759 apparantly remained with VMFA-251 at least until September 1985, when historic records provided by Sid Nanson end. 155759 must have been transferred to VMFA-112 for some period between 1985 and 2003, as shown in the image below. The aircraft now is painted in the gray colour that was applied after .....
Scott van Aken has a nice F-4 Phantoms photograph web site with listings of squadrons and images of Phantoms in service with these squadrons.
F-4S 155759 finally went to storage at NAD Cherry Point, NC and was struck of charge on January 21, 2003.
To further complete the history of F-4J / F-4S Phantom 155759, I am looking for additional pictures and documentation, especially for the period between 1985 and 2003. Please contact me if you have any information available about the whereabouts or actions of this aircraft.
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...
Below are close-up shots of common instruments that were used in
the Phantom II. Note that there have been a great variety of gauges used
and this section just shows those that were available to me. I would
like to thank all the Phantom enthousiasts who contributed information
and images that made this web page possible. I would appreciate it to
receive information on electrical pin connections of the instruments
listed. To save some precious webspace, instruments mounted on the rear
panel that are also used in the front cockpit are presented and
discussed on the F-4B page.
|F-4S digital remote UHF channel
indicator, ID1972/ARC-159(V), replaces the smaller ID-1311/ASQ Remote
UHF Channel indicator as displayed on the F-4B
page. Located on the main pilot's instrument panel.
|Remote standby attitude indicator type ID-1448A/A with fast gyro erect switch. MFR code 24321. Pinout connections: 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. Indicator has 5 V lighting on pins K and L (measured resistance about 2 ohms).|
|Alternative remote standby attitude indicator type 4012 D with fast gyro erect switch. Manufactured by Lear Siegler Inc. Instrument Division, Grand Rapids, Michigan. Pinout connections: 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. Indicator has 5 V lighting on pins K and L (measured resistance about 2 ohms). My friend Kevin is looking for a remote standby attitude indicator to complete his panel. Please contact me if you have one available for him.|
|Control, mode selector panel C-8898/A (Collins Radio Company). Controls function mode of Horizontal Situation Indicator (HSI). Lighting: q=gnd, d=0-5 V AC/DC.|
|Edgelit plate detailing
take-off and landing checklist from the F-4S main pilot's instrument
panel and radar altimeter (LOW ALT) warning light.
|Feed tank check - norm switch
and radio call sign data plate. Front cockpit instrument panel.
|F-4S Electronic Counter
Measures (ECM) warning lights assembly, attached to the right
part of the glareshield. Lights read: SAM in red, 2, 3, 4, RPT, TWS,
AAA, AI, and AAA/AI in green. Lighted using 12 V or 28 V. Pin
connections are: j: GND, t: 2, s: 3, r: 4, p: RPT, n: TWS, m: AAA, l:
AI and m: AAA/AI.
|AIM-7 status panel from the
F-4S Phantom, attached to the right glareshield of the main pilot's
panel. Lights read from left to right: top - LF (amber), SP (green),
RF (amber), SP (green), center - LW (amber), SP (green), TK (green,
centerline tank), RW (amber), SP (green), bottom - LA (amber), SP
(green), RA (amber), SP (green).
|AIM-9 status panel from the
F-4S. Attached to the left glareshield of the main pilot's panel.
Lights read from left to right and up/down: APCS OFF (amber), not
used, LO, SW, LI, SW (green), SEAM (amber), RI, SW, RO, SW (green).
|F-4S digital fuel quantity
indicator made by Smiths Industries Aerospace and Defense Systems,
INC. Defense Systems Division. Instrument can be lighted by
connecting pin L to ground and pin C to a 0-5 V AC or DC power
source. The older analogue version shown on my F-4B page was also
used in the F-4S.
|Remote attitude indicator. Summers Gyroscope Company, Santa Monica, CA, USA. The ARU-13A remote attitude indicator (Lear Siegler, Inc.) was used in the F-4E and other Phantoms. Pinouts: A,J= GND, B= 115 V AC (phase C), D= roll x, E= roll y, F= roll z, H= pitch z, P= pitch x, R= pitch y, L= light GND, K= light 0-5 V AC.|
||Altimeter counter pointer Kollsman type AN/AAU-19/A. This instrument was made by Negretti and Zambra Aviation Ltd. (type L-81252) under license. N&Z(A) were based at Croydon, Surrey, UK, where a diverse range of aeronautical instruments were made including Kollsman type altimeters. Kollsman (UK), based at Southampton, became part of N&Z(A). N&Z(A) in turn were acquired by Meggitt and are now part of the Meggitt Avionics Group, currently trading out of Fareham, Hampshire. Negretti & Zambra started business in 1850 in London. They were both Italian immigrants (source: Terry Holloway, former N&Z(A) director).|
||Bearing distance heading
indicator (BDHI, ID-663/U) Unit 10 of AN/ASQ-19/(XN-1) integrated electronic central navigation and communication set made by Collins. This is an early version used in the F-4B (see F-4B flight manual rear cockpit layout pages), with the distance counter in the center rather than on the right side as in the BDHI shown below. The (XN-1) prefix indicates that this is the first developmental model indicator for the Navy Department, Washington. Later F-4J/S Phantoms used the indicator shown below.
||Later model of the bearing-distance-heading
indicator (BDHI) ID-653/U Aeronautics (Milwaukee, US) used in the F-4J/S. Pinouts: A,B=
magnetic heading signal, C,D,E,W,b= GND, H,F= Lead comp. ADF or NAV
comp. single bar pointer relative bearing signal, M,N= double bar
pointer relative bearing signal. P,R= hundreds counter TACAN or
"miles to go" signal, S,T= tens counter signal, V,U= units counter
signal, Y= 28 V DC, Z,c= shutter counter GND, k= 26 V AC phase C.
||AN/APR-25(V) strobe display
scope (Applied Technology Inc., Palo Alto, California). Part of the
RHAW system. Gun tracking radar signal detecting and homing, Works in
S-, X- and C-band radar. Also used in tyhe F-100. Pin connections for
the AP-1310 were kindly provided by Mike Powell (see Mike's RWR
project): pin 1 = ground, 2 = n.c., 3 = Video / Strobe (ground this
to un-blank the beam), 4 = 28 Volts DC @ ~200 ma (main power to
unit), 5 = n.c., 6 = 5 Volts DC @ ~300 ma (powers the CRT filament),
7 = n.c., 8 = n.c., 9 = Deflection "A-high" (moves beam upper left to
lower right), 10 = Deflection "B-high" (moves beam lower left to
upper right), 11 = Deflection "A-low" (moves beam upper left to lower
right) and pin 12 = Deflection "B-low" (moves beam lower left to
|Specialties, Inc. ARK-10B/A24G-8 angle of attack (AOA) indicator. Note: The F-4S ARK-10B AOA indicator is calibrated from 0-42 arbitrary units, in contrast to the ARK-10A indicators of the F-4J or F-4B Phantoms, which are calibrated from 0-30 units. Pinouts given on the F-4B page.|
|The clock (e.g. Waltham ABU-9). Fits in a standard 2 1/4" hole. Mounted against the front of the panel.|
||ID-1476/A Digital Display indicator|
||ID-1478/A Command Target
Altitude indicator. The lights on the right and left sides of the
altitude indicator read "high" and "low", respectively. Operated on
28 V DC. Lighting (red) can be obtained by connecting pin T to ground
and pin U to a 4.4 V power supply. A label on the indicator indicates
that the lights are 4.4 V, I am not sure if using a 5 V power
supply would decrease the lifetime of the lights significantly.
||AN/ALR-45 Antenna Correlation
Disable panel. Part of the radar warning and control system -
countermeasures receiving set just like the AN/APR-25 strobe display
scope. 2-18 GHz Radar Warning Receiver control panel; manufactured by
|Eject warning indicator light
that tells the RIO in the rear cockpit that he should immediately
eject. This light is located right of the radar scope just below the
rear instrument panel in the F-4B/N and early F-4J versions (before
AirFrame Change (AFC) 506), but not in the later F-4J and F-4S aircraft.
In addition to these gauges, indicator lights and switches, there are the following control panels and systems (list not yet complete).
F-4J/S front cockpit instruments
This instrument has a 37-pins male D-Sub connector at the back. Pin connections are: 1= Glass adjustment knob lighting (14 or 28 V, depending on lamp installed), 2,3= pipper lighting (voltage, AC/DC?), 4,5= OPR/ERASE switch, 6-19= nc, 20= Power GND, 21= 10, 22= 25, 23= 50, 24= 100, 25= 200, 26=nc, 27= VEL, 28=Hold Alt, 29= VI, 30= TERR, 31= ALTM, 32= edgelights 28 V, 400 Hz (converted to 5 V by transformer on instrument), 33= nc, 34= IN RNG, 35= LOW Vc, 36= J, 37= MEM. Green text lights use 5 V AC/DC power.
|AN/APG-59.60 optical sight
(front cockpit) manufactured by Westinghouse and the American
Cystoscope Makers Inc., New York, USA. This optical sight was used in
F-4J Navy Phantoms. It forms part of the AN/AWG-10 pulse-doppler
radar airborne fire control system manufactured by Westinghouse. This
is a solid-state radar system with multi-mode operation and
"look-down" capabilities, allowing the detection and tracking of
low-flying targets and distinguishing them from ground clutter. Texts
on the three data plates read (green illumination, 5 V): TOP plate - VEL, 10 - 25 - 50 -
100 - 200,
LEFT plate - IN RNG, LOW Vc, MEM, J and
RIGHT plate - HOLD ALT, VI, TERR and ALTM.
|Radar scope - servoed optical sight from an F-4S Phantom (front cockpit). Image courtesy of Bob Dwyer (see www.topflightimaging.com).|
NOTE: Ed is looking for such a panel for the restoration of an F-4J cockpit. If you have one available, please contact me by e-mail and I'll relay your message to him.
|Air to air control panel (front main pilot's instrument panel). This is a modification for retrofitted F-4B, F-4J, F-4N and F-4S aircraft to replace the missile status panel used in the F-4B with other arrangements to make it easier to manage everything in the middle of a dogfight. It controls the Sparrow and Sidewinder missiles and the gun pod, as well as displays on the optical sight system in the helmet (Honeywell Visual Target Acquisition System - VTAS). The warning light on the lower left reads "CAL".|
|VTAS operation: The VTAS works with the Sidewinder Expanded Acquisition Mode (SEAM). From 1969 onwards, the SEAM was incorporated in the US Navy F-4J/S aircraft (Blocks 45 and 46). It exploits the advanced lock-on possibilities in the AIM-9G Sidewinder for air-to-air combat. The system enabled the missile to be locked on a target by slaving the radar and missile's infra-red seeker head to the pilot's line-of-sight. The pilot superimposes the VTAS reticule image on a target and actuates a lock-on by using a trigger on the control stick The VTAS system was later retrofitted to earlier aircraft and installed in the F-4S. VTAS and SEAM were also incorporated in those F-4B that were updated to F-4N standard from 1970 onwards under the Bee Line program (source: VTAS/Helmet interface SAFE Association).|
Missile, tanks jettison and bomb control panel located on the main pilot's instrument panel. This is a modification for retrofitted to the F-4J and F-4S aircraft to replace the missile status panel used before with other arrangements to make it easier to manage everything in the middle of a dogfight. It controls the jettison of Sparrow and Sidewinder missiles and fuel tanks, as well as the bomb modes (low altitude bombing system - LABS, direct or timed).
NOTE: Ed is looking for such a panel for the restoration of an F-4J cockpit. If you have one available, please contact me by e-mail and I'll relay your message to him.
This is the so-called "dog bone" (F-4S Phantom front cockpit) with the weapons and stations selector switches and control switches for the bombing procedures
F-4J/S front cockpit left side console control panels
F-4S Left utility panel with boost pump (Central Aircraft Products Co. PA, USA), liquid oxygen quantity (Honeywell Regulator Co., USA) indicators, boost pump, emergency aileron droop, oxygen and engine oil test switches and air temperature control panel.
Engine control panels of the F-4S. Located on the left/right hand side of the throttles in the front cockpit and showing power markings (idle, mil, max) for the throttle. The right panel holds the engine master and ignition switches, a rudder trim switch and a central air data computer switch. Instead of the Bullpup control, that was installed in earlier F-4 versions, the F-4S engine control panel now holds the flight instrument lighting rheostat (upper right). Anti-icing and antenna control switches are on the left hand panel.
||C-6564A/ASA-32H Automatic flight control system (AFCS)
panel. Controls the stability augmentation system.
|Front cockpit intercommunication station (LS-460B/AIC) for
communication with RIO. Made by Collins Radio Company. Also used in
Fuel control panel with switches controling the flow of fuel from the buddy tank, outboard and wing tanks to the fuselage fuel cells. Also houses switches for the fuel probe extension retract for mid-air refuelling and for dumping fuel.
||Auxiliary armament control panel with steps position indicator (hole), LB 30A camera pod control switches, dogfight computer switch and slats override switch.|
|Oxygen valve and suit air vent
valve panel. Front cockpit starboard side console.
This panel covers the pressure suit regulator valve and provides access through to the valve through the hole.
F-4J/S front cockpit right side console control panels
|Generator control panel with generator warning lights, switches and master caution reset button.|
|Right utility panel (front
cockpit from F-4S) with the cabin air pressure indicator, pitot
heating, rain removal and bleed air switches, as well as some circuit
breakers for flaps, slats, speed brake, landing gear, stabiliser,
aileron and rudder trim.
The cabin air pressure indicator is from the Aerosonic Corporation US, type MA-1 MIL-I-5099B.
|C-6280A(P)/APX control transponder set IFF control panel. Located on the right console of the F-4J/S Phantoms, as well as in other USAF and Navy/Marines Phantoms. Manufactured by Sentinel Electronics Inc., Philadelphia, PA, USA, MFR code 99395, FAA TSO-C74b, model 134A.|
|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-26128/AWW-1 Fuze Function
Control Set (FFCS) panel. Fuze control for the weapon system. Used to
arm and set delay times for the missiles. Navy F-4S front cockpit,
|Utility electrical receptacle
panel from an F-4S Phantom. It controls the brightness of data link
indicator lights and radar annunciator lights and provides a
receptacle for a 28 V DC, 10 A utility power supply. It is located in
the front cockpit on the starboard side.
F-4J/S rear cockpit instruments and control panels
F-4S rear cockpit weapons status overhead panel with floodlights, mounted above the instrument panel.
|This is a Threat Display panel (missing knob for dimming of lights). This version was used in the Navy F-4N (showing naval threats as a ship symbol).|
||F-4J/S Threat Display
panel. AAA stands for anti-aircraft artillery.
||AN/ALR-45 Band Disable panel. This is a perspex plate with text that is attached to the panel through the light holders. Illumination is red. Manufactured by Litton.|
|Another version of the AN/ALR-45 Band Disable panel. Manufactured by Litton. Part of the radar warning and control system,|
||Radar operator indicator unit IP-825/AGP-61. Sits below the rear cockpit instrument panel.|
|Cockpit lights and data link
control panel, rear cockpit port side.
countermeasures (ECM) dispensing system control panel. Designed to
provide protection for P-3C form Missile attacks. System dispenses
passive radar decoy (chaff) cartridges, infrared decoy (Flare)
cartridges, or electronic (jammers) cartridges.
|Control radio set C-10236
ASQ-160. Located in rear cockpit of the Navy F-4S. Switches between
UHF and NAV radios.
|Lear Siegler CP-735A AN/AJB-7
Low Altitude Bombing System (LABS) control panel. LABS provides the
ground-attack capability for all-altitude release of nuclear weapons
at different angles and timings from the target. Also worked with
Bullpup air-to-surface missile.
Lower control box: Inter Com System (ICS) control panel. This controls the volume of the intercom radio and also has an override to lower the volume of external radio communicaton
Right: Radio call sign, take off and landing checklist data plate.
If you want to comment on this page or have spare Phantom instruments available, please contact me by e-mail at email@example.com.