McDonnell RF-4C Phantom II

The RF-4C (Model 98DF) was the unarmed photographic reconnaissance version of the USAF's F-4C. The armament and radar of the fighter version was removed and replaced with equipment specialized for photographic reconnaissance. Perhaps the most readily-noticeable difference between the F-4C and the RF-4C was the presence of a new, longer, and more pointed nose in which the fire control radar of the fighter was replaced by cameras, mapping radar, and infrared imaging equipment for the reconnaissance role.

McDonnell had studied reconnaissance variants of the Phantom from the very start of the Model 98 project back in the early 1950s. They had offered the 98F unarmed photographic reconnaissance version to the Navy as early as August 25, 1953.

Eventually, McDonnell proposals for the Model 98AX (September 1958) and 98DF (January 1961) led to the issuance of Specific Operational Requirement 196, approved by the Air Force on December 31, 1962. The SOR-196 project evolved in parallel with the development of the previously-described Model 98DH (RF-4B) for the Marine Corps. The RF-4B and RF-4C differed from each other only in the previously-described changes between the F4H-1 and the F-110A.

In May 1962, prior to the issuance of SOR 196, the Navy had instructed McDonnell to modify six F-4Bs into YRF-110A prototypes (62-12200 and 62-12201) and RF-110A development aircraft (63-7740/7743). The mockup was reviewed in October 1962, by which time the designation of the RF-110A had been changed to RF-4C. Testing of optical and electronic reconnaissance systems was undertaken in 1963 at Holloman AFB with a bailed F-4B (BuNo 145310).

The first YRF-4C (serial number 62-12200) took off on its maiden flight on August 9, 1963, William S. "Bill" Ross being at the controls. This aircraft had the extended nose of the RF-4C, but was not fitted with any cameras or other reconnaissance systems. It was followed on September 30, 1963 by the second YF-4C (62-12201), which was fitted with high and low panoramic and frame cameras but still lacked most of the other systems that were planned for production aircraft.

The RF-4C had three camera stations in the nose. The Forward camera station (situated just behind the radar) could carry a single forward oblique or vertical KS-87 camera. Behind that, in the number 2 or "Low Altitude" station, a KA-56 low-altitude camera could be carried, although this could be replaced by a trio of vertical, left, and right oblique KS-87 cameras. Alternatively, a left or right oblique KS-87 could be carried in this station. A vertical KA-1 could be carried in the low-altitude station instead of the KS-87, or a KS-72 could replace a KS-87 in the 30-degree oblique position. The third station (the "High Altitude" station) was just ahead of the cockpit under the nose, and normally carried a single KA-55A or KA-91 high-altitude panoramic camera in a stabilized mount. Alternatively, two split vertical KS-87 cameras could be carried there, or KC-1 or T-11 mapping cameras could be installed. The High Altitude station could also house an AN/AVD-2 laser reconnaissance set, but this was later withdrawn from use.

The RF-4C was fitted with a photoflash ejection system for night photography. The ejectors were fitted on the upper rear fuselage behind hydraulically-actuated doors. Up to and including RF-4C serial number 71-0259, pairs of ejectors were fitted on each side, one with 26 M112 cartridges and one with 10 M123 cartridges. From RF-4C 72-0145 onward, a single LA-249A ejector was carried, with 20 M185 cartridges.

The AN/APQ-72 radar in the nose of the F-4C was replaced by the very much smaller Texas Instruments AN/APQ-99 two-lobe monopulse J-band radar. This radar had both terrain-avoidance and terrain-following modes, and has ground mapping capability. This was later replaced by the Texas Instruments AN/APQ-172 in all surviving RF-4Cs.

An AN/AAD-5 or AN/AAS-18 infrared detection set was installed just aft of the nose wheel bay. The AAD-5 is an infrared linescan unit with high performance in dual fields and automatic control of velocity/height ratio and can convert video signals into a permanent film record. The AN/AAS-18 offered improved optics and up to 350 feet of SO2498 film. Some RF-4Cs have been fitted with the AN/AVQ-9 infrared detection set and laser target designator to provide slant range for weapons aiming and high-resolution thermal imaging.

The RF-4C is also fitted with a Goodyear AN/APQ-102 side-looking mapping radar, with antennae on either side of the lower nose just aft of the optical reconnaissance bay. This system was later replaced on some aircraft with the AN/APD-10 with a podded extended range antenna in a modified 600-gallon external fuel tank and a UPD-8 datalink assembly replacing the number 2 station door. This datalink had a steerable antenna which made it possible to send radar images to ground stations in real time.

The ARC-105 high-frequency radio required a giant shunt antenna which was recessed into both sides of the vertical fin. This required that the upper pitot head on the vertical fin be deleted.

The original nose shape featured a flat underside and an angled window projection for the High Altitude Station. Many RF-4Cs were modified with an aerodynamically-refined nose with a bulging added to the camera housing which allowed larger cameras to be carried.

From aircraft 69-0375 onward, the low-altitude panoramic camera could be used in conjunction with an ejectable film cassette. This was designed to get film into the hands of ground-based intelligence units as rapidly as possible. Upon ejection, the film cassette deployed a parachute, and a transmitter was provided to aid in recovery. However, this system proved to be impractical in the field, and immediate post flight film processing capability and readout was provided by the use of film processing vans which were quickly deployed to Southeast Asia.

The RF-4C was provided with a stick and rudder set of controls in the rear seat, and the reconnaissance package operator could and did fly the aircraft on many occasions, especially on long over water flights. However, the view from the rear seat was very poor, and landings from the rear seat position were very difficult if not downright dangerous. The rear seat position did not have a means to lower the landing gear normally--in order to lower the landing gear, the rear seat had to pull an emergency handle to blow the gear down, which would deplete the hydraulics and cause the wheel brakes to fail. In addition, the rear seat could not lower the arrester hook and could not deploy the drag chute.

The ECM capabilities of the RF-4C were progressively upgraded throughout its long service life. Radar homing and warning systems were fitted. Examples were the ALR-17, -31, -46, -50 or -126. Late in the service life of the RF-4C, the USAF standardized on the use of the AN/ALR-46A radar warning receiver. Newer electronic systems included the Litton AN/ALQ-125 TEREC (Tactical Electronic Reconnaissance) sensor with data link equipment for transmission in near real-time. This system was originally known as *Pave Onyx*. Also retrofitted to some RF-4Cs was the Lear Siegler AN/ARN-101 digital modular avionics system navigational unit. A few aircraft carried the Chicago Aerial Industries Electronic Wide-Angle Camera System (EWACS). The AN/AVQ-26 *Pave Tack* infrared detection set could be carried externally by 39 specially-wired RF-4Cs. A few of these aircraft could carry the AN/AVQ-9 laser target designator slaved to the IR detecting set. An upgraded APQ-172 forward-looking radar was also retrofitted to some RF-4Cs.

In 1970, 20 RF-4Cs were retrofitted with the ARN-92 LORAN-D navigation system with a "towel rail" antenna on the upper rear fuselage, which provided all-weather blind navigation capability. These aircraft were all 18 of the Block-40 RF-4Cs and two from Block 41 (69-0349 and 0350)

The RF-4C could also carry the gigantic General Dynamics HIAC-1 LOROP (Long-Range Oblique Photography) camera system housed inside a large G-139 pod mounted on the fuselage centerline. This camera system was originally developed for the General Dynamics/Martin RB-57F and was capable of showing astonishing detail at standoff distances as large as 100 miles. Several LOROP-equipped RF-4Cs flew reconnaissance missions along the North Korean and Eastern European borders. However, with such a large pod mounted underneath the fuselage, the performance of the RF-4C was severely compromised. Later, 24 RF-4Cs were retrofitted to carry a CAI KS-127A or KS-127F LOROP camera with a 66- inch focal length in camera stations 2 and 3.

Initially, the RF-4C carried no weapons, and the under fuselage Sparrow missile slots of the F-4C were omitted. However, in an emergency the RF-4C could carry a nuclear weapon on the centerline position, but this was rarely done in practice. Aircraft from the European-based 10th TRW were eventually fitted with AJB-7 low-altitude bombing system system equipment just in case the delivery of nuclear weapons ever became necessary. In later years, RF-4Cs were armed with AIM-9 Sidewinder missiles carried on the inner under wing pylon for self-defense. Provision was also made for carrying an electronic countermeasures pod on the inboard pylon underneath the starboard wing, the Westinghouse AN/ALQ-115(V)-15 or Raytheon AN/ALQ-184(V)1 being typical.

The first production RF-4Cs went in September 1964 to the 33rd TRTS, a training unit based at Shaw AFB in South Carolina. The first operational unit to receive the RF-4C was the 16th Tactical Reconnaissance Squadron of the 363rd TRW at Shaw AFB, achieving initial combat-readiness in August of 1965. Even then, early RF-4Cs continued to fly without their full sets of operational equipment, and many of the components that they did carry were still unqualified.

As part of the 460th TRW, the 16th Tactical Reconnaissance Squadron was deployed to Tan Sun Nhut in South Vietnam in October of 1965. The second RF-4C squadron in action in Southeast Asia was the 15th TRS, which entered combat in February of 1967.

Initial missions turned up a whole host of problems and deficiencies. The AN/APQ-102A side-looking radar had major teething troubles and was initially very unreliable in combat. It took years before its problems were fully fixed. The AN/AAS-18 infrared sensor was initially defective and had to be improved. The RF-4C shared with the F-4C the problems with the defective potting compound in the electrical relays. Airframe vibrations would often result in distorted images being taken by the cameras in the sensor bays.

During the next eight years of the Vietnam war, the RF-4C served at various times with the 11th, 12th, 14th and 16th Tactical Reconnaissance Squadrons, flying missions from Tan Son Nhut AB and from Udorn RTAFB in Thailand. The RF-4C flew day missions until 1972 over North and South Vietnam as well as Laos, usually flying alone and without fighter escort. The aircraft posted an impressive record during the most intense years of the war. No RF-4Cs were lost to Migs, but 7 were shot down by SAMs and 65 were destroyed by AAA or small arms fire. Four were destroyed on the ground and seven were lost in operational accidents. However, considering the total number of missions flown, the loss rate was relatively low.

The last of 503 production RF-4Cs was delivered in December of 1973. The RF-4C had been in production for over ten years, longer than any Phantom variant except the F-4E.

The following outfits flew the RF-4C:

· 10th Tactical Reconnaissance Wing

· 18th Tactical Fighter Wing, 15th TRS.

· 26th Tactical Reconnaissance Wing

· 66th Tactical Reconnaissance Wing

· 75th Tactical Reconnaissance Wing

· 363rd Tactical Reconnaissance Wing

· 432nd Tactical Reconnaissance Wing

· 460th Tactical Reconnaissance Wing

The RF-4C was the first version of the Phantom to reach the squadrons of the Air National Guard. The first ANG unit to receive the RF-4C was the 106th TRS of the 117th TRW of the Alabama ANG, which received its RF-4Cs in February of 1971, replacing that unit's RF-84F Thunderflashes. Afterwards, eight more Guard squadrons acquired RF-4Cs, and a training unit was added to the Idaho ANG.

Specification of the RF-4C:

Engines: Two General Electric J79-GE-15 turbojets, 10,300 lbs dry, 17,000 lbs with afterburner. Performance: Maximum speed 1459 mph at 48,000 feet (Mach 2.21), 834 mph at sea level (Mach 1.09). Cruising speed 587 mph. Landing speed 143 mph. Initial climb rate 48,300 feet per minute (clean), 8510 feet per minute (with external tanks and camera equipment). Service ceiling 59,400 feet. Combat range 840 miles, maximum ferry range 1750 miles with maximum external fuel. Weights: 28,276 pounds empty, 39,788 pounds gross, 39,773 pounds combat weight, 58,000 pounds maximum takeoff weight. Dimensions: Wingspan 38 feet 5 inches, wing area 530 square feet, length 62 feet 11 inches, height 16 feet 6 inches. Maximum internal fuel in the fuselage tanks was 1260 gallons for aircraft up to production block 40 and 1142 US gallons in block 41 and beyond. An additional 630 gallons of fuel could be carried in the wings. Maximum external fuel load was 600 US gallons in a centerline tank that could be carried underneath the fuselage plus 370 US gallons in each of two tanks that could be carried underneath the outer under wing pylons.

Art Print Provided By My Friend Peter Van Stigt

Dad Also Served In The Korean War

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