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McDonnell Douglas F-4 Phantom II in Australian service

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Template:Infobox aviation The Royal Australian Air Force (RAAF) operated 24 McDonnell Douglas F-4E Phantom II fighter aircraft between 1970 and 1973. The Phantoms were leased from the United States Air Force (USAF) in 1970 as an interim measure due to delays in the delivery of the RAAF's 24 General Dynamics F-111C aircraft. One of the Phantoms was destroyed in a flying accident, and the surviving aircraft were returned to the USAF in October 1972 and June 1973.

The F-4C Phantom II was among the aircraft which was evaluated by the RAAF as part of the project to replace its English Electric Canberra bombers in 1963. However, it was judged to not meet the Air Force's requirements, and the F-111 was eventually selected. Nevertheless, the F-4Es were well regarded during their brief Australian service, and played an important role in preparing the RAAF to operate sophisticated strike aircraft. The Air Force sought to retain the Phantoms after the F-111s entered service, but a proposal to purchase the aircraft was rejected by the Government.

Acquisition

The McDonnell Douglas F-4C Phantom II was one of the aircraft considered as part of the program to replace the RAAF's aging English Electric Canberra bombers in the early 1960s. In mid-1963 a team of senior RAAF officers headed by the Chief of the Air Staff, Air Marshal Valston Hancock, travelled to the United States to evaluate the General Dynamics F-111 (then known as the "TFX"), North American A-5 Vigilante and F-4C Phantom II strike aircraft, as well as the Boeing KC-135 Stratotanker, which was considered necessary to support these aircraft. The team also visited the United Kingdom and France to evaluate the BAC TSR-2 and the Dassault Mirage IV, respectively.[1] In its final report, the team rejected the F-4C on the grounds that the aircraft lacked the range, performance at low altitudes and reconnaissance capacity that the RAAF required. While the F-111 was considered to be the most suitable aircraft, the team proposed that the RAAF acquire 36 Vigilantes as they met the force's requirements and could be rapidly delivered.[2] The Australian Government rejected this advice, and decided to purchase 24 F-111s. At the time the order was placed in late 1963 these aircraft were scheduled to be delivered in 1967;[3] the delivery date was pushed back to 1968 after Australia decided to order the unique F-111C variant.[4] In 1964 the RAAF's Air Board proposed to Cabinet that a package of F-4C strike aircraft, the RF-4C reconnaissance variant of this design, and KC-135 tankers be leased from the United States if an interim force was considered necessary to cover the period until the F-111s entered service. This proposal was not accepted, however.[5] Between 1965 and 1970 six Australian pilots serving on exchange postings to the United States Air Force (USAF) flew Phantoms in combat during the Vietnam War.[6][7]

The F-111 program experienced significant delays. In early 1968 the RAAF considered purchasing eight RF-4C or RF-4E reconnaissance aircraft and two tankers owing to problems with the development of the RF-111 variant of the F-111, of which Australia had ordered four. The Air Force and government eventually concluded that it was too early to make a decision on this matter, however.[8] The RAAF accepted all 24 F-111Cs at a ceremony held at Fort Worth, Texas, on 4 September 1968.[9] However, at this time the F-111 program was in crisis due to problems with the aircraft's wing assembly, and all of the USAF and RAAF F-111s were grounded after an American F-111 crashed on 23 September; at this time the Australian aircraft were still in the United States. Subsequent testing revealed further problems with F-111 components not meeting their intended lifespan, and the Australian aircraft were placed in storage at Fort Worth until these flaws could be rectified.[4][10] The RAAF subsequently evaluated the F-4E Phantom II, Blackburn Buccaneer, LTV A-7 Corsair II and Grumman A-6 Intruder as possible replacements for the F-111. Only the F-4E came close to meeting the RAAF's requirements, though it was hampered by its relatively short range.[11]

By 1970 the F-111Cs were still not airworthy, and the Australian Government was under pressure to cancel the order or acquire an interim design. In April of that year Minister for Defence Malcolm Fraser signed an agreement with his American counterpart, Melvin R. Laird, which covered the conditions under which the Australian Government would accept the F-111s. As part of the negotiations leading to this agreement, Laird offered to lease Australia 24 F-4E Phantoms at a reduced price. Cabinet agreed to Fraser's recommendation that this offer be taken up, a move which was supported by the Air Board.[12][13] However, the RAAF remained committed to the F-111C, and the Air Board also issued a statement during May which argued that these aircraft would "meet the RAAF operational requirement more effectively than the F-4E by a decisive margin".[11]

An RAAF team headed by the Deputy Chief of the Air Staff, Air Vice Marshal Charles Read, was sent to the United States in May 1970 to negotiate the lease arrangements. After considering the proposed deal, Read recommended that it go ahead; according to RAAF historian Alan Stephens this decision "delighted RAAF senior officers and aircrews".[14] Cabinet subsequently approved leasing 24 Phantoms for two years at a total cost of $US 41.554 million (including training, spare parts and technical advice) and the formal agreement to do so was signed on 29 June 1970. The USAF designated this project Peace Reef.[15] The terms of the lease agreement allowed the Australian Government to purchase the Phantoms outright if the F-111C program was cancelled.[16] However, under the agreement the USAF could also demand the immediate return of the aircraft and their support equipment in the event of a national emergency. While Laid provided Fraser with a written commitment that this option would not be exercised, this aspect of the agreement was not publicised.[14] Laid also promised that USAF tankers would be made available to support the Australian Phantoms during crises, subject to American national requirements and the nature of the crisis being in accordance with agreements between Australia and the United States.[14]

Operational service

The RAAF's Phantoms were delivered soon after the lease agreement was ratified. Australian pilots and navigators from the two units that were to operate the aircraft, No. 1 and No. 6 Squadrons, began to arrive in the United States for conversion training in July 1970. Most of this training was provided by the 4530th Tactical Training Squadron at MacDill Air Force Base in Florida, and involved 32 hours of flying.[16][17] USAF personnel were also posted to RAAF Base Amberley in Queensland, where the F-4Es would be based, in order to train Australian ground crew.[16] The Australian Phantoms were brand new, and had been diverted from USAF orders. All 24 aircraft were delivered to the RAAF in September 1970, and were ferried to Amberley in four groups of six aircraft; the first three groups arrived on 14, 19 and 26 September, and the final group arrived on 3 October. While the Phantom was allocated the RAAF serial number prefix "A69", this was never applied to the aircraft, and they retained their USAF serials.[16]

The Phantom represented a significant advance in the RAAF's ground attack capabilities. The F-4Es were more technologically advanced than the Canberra, as they could fly at supersonic speeds, were equipped with air-to-air radar and missiles, and had an inertial navigation system, ground attack computer, and a cannon.[17] While the Phantoms were capable of operating in a number of roles, the RAAF used them as strike aircraft. This role was selected to prepare aircrew to operate F-111s, and most training exercises were focused on tasks which the F-111s would also be able to perform.[18]

An ex-USAF F-4E (67-0237) on display at the RAAF Museum

The Australian F-4Es began flying training sorties three days after they first arrived at Amberley. The aircraft were initially operated as a pool controlled by No. 82 Wing (the parent headquarters for No. 1 and No. 6 Squadrons) and were only allocated between the two squadrons after all the Phantoms, aircrew and ground crew had arrived in Australia. The training program gradually increased in complexity, with night sorties being flown from October, practice bombing sorties from late November and air-to-air sorties in January 1971. Ground attack sorties were practiced from February 1971, and in June the Phantoms began dropping live bombs during exercises. Shortages of spares complicated the process of bringing the aircraft into service at times, however.[19]

During their service with the RAAF, the Phantoms were operated alongside the RAAF's Dassault Mirage III fighters and the Royal Australian Navy's Douglas A-4 Skyhawk ground attack aircraft. In addition to routine training flights, the Phantoms participated in a number of major air defence exercises and also flew practice sorties against warships.[18] The F-4Es also took part in airshows, with four of the aircraft participating in the series of flying displays which where held to mark the RAAF's 50th anniversary during March and April 1971.[20]

Maintenance of the Phantoms was undertaken by No. 482 Squadron and No. 3 Aircraft Depot, both of which were located at Amberley. In addition to routine servicing, these units modified the Phantoms' AN/APQ-120 radars during early 1971 and, in response to problems detected during maintenance, checked all the aircraft for defects to their emergency flap system in September 1971 and used X-ray testing to detect any cracks in their stabilators during early 1972.[21]

The RAAF's Phantoms suffered a number of accidents. The first occurred on 19 October 1970 when the systems needed to power break skid and nosewheel steering on board A69-7234 failed during flight. It was decided to use Amberley's arresting equipment to slow the aircraft as it landed, but this system failed after A69-7234's tail hook engaged the wires, causing the Phantom to slide off the runway. While the pilot only suffered minor injuries and the navigator was unhurt, A69-7234 was severely damaged.[22] The aircraft was subsequently rebuilt by No. 3 Aircraft Depot, and returned to service on 30 September 1971; at the time this was the most complex Phantom repair task to have been undertaken by military personnel in any of the countries operating the aircraft.[23] The next serious accident occurred on the night of 16 June 1971 when A69-7203 crashed into the sea during an exercise near Evans Head, New South Wales, resulting in the death of the aircraft's pilot and navigator.[24] The cost of this aircraft was written off against that of an Australian Lockheed P-3B Orion that had crashed in 1968 before being delivered to the RAAF.[25] Other accidents involving the Phantom included A67-7220 being over-stressed in flight during February 1971 (which led to its engines being sent back to the United States for repairs) and A69-7206's nosewheel collapsing during takeoff in January 1972.[26]

The RAAF was highly satisfied with the performance of the F-4Es, and they played an important role in preparing No. 82 Wing to operate the F-111. Many personnel in the Air Force believed that it would have been very difficult for the wing to have transitioned directly from the Canberra to the much more complicated F-111.[25] In particular, the Phantoms gave RAAF personnel experience operating aircraft which were fitted with sophisticated avionics and capable of using a wide range of weapons, and the intensive training program undertaken by No. 82 Wing during this period significantly improved its professionalism. In his book Going Solo: The Royal Australian Air Force 1946–1971, Alan Stephens also argued that the speed with which the Air Force's aircrew and technical personnel adapted to operating Phantoms "illustrated the RAAF's exceptional technical competence".[27]

Return to the USAF

Colour photo of a military jet fighter painted in a camouflage pattern in flight over a cloudy sky
One of the former RAAF Phantoms (69-7234) in USAF service during 1982

Repairs to the RAAF's F-111Cs were undertaken from late 1971, and all 24 were accepted on 15 March 1973.[28] However, the RAAF sought to retain the Phantoms after the F-111 entered service and the US offered to sell the 23 F-4s to Australia for $54 million.[29] Studies found that the upfront cost of keeping the F-4Es would be $77 million, and that one of the Mirage III squadrons would need to be disbanded to man the Phantom-equipped units. Nevertheless, the Air Board recommended to the government that the aircraft be retained, but this proposal was rejected in 1972 on advice from the Treasury.[30] If the Phantoms had remained in service they would have been re-rolled to provide close air support for the Army.[31]

The Phantoms began to be returned to the USAF in 1972. No. 6 Squadron ceased operating the aircraft on 4 October 1972. Six F-4Es departed for the United States on 25 October 1972, followed by a further five in early November. The first six F-111s arrived at Amberley on 1 June 1973, and six Phantoms left for the United States five days later. The final RAAF Phantom flight was made on 20 June, and four of the aircraft departed the next day. The last two Phantoms left Amberley on 21 June.[31] All but two of the former RAAF Phantoms were subsequently converted into specialist Wild Weasel aircraft.[31]

A former USAF F-4E is on display at the RAAF Museum. This aircraft, which was not among those to have served with the RAAF, was presented to the RAAF by the National Museum of the United States Air Force in 1990, and is painted as one of the Phantoms operated by No. 82 Wing.[32]

References

Notes
  1. ^ Lax (2010), pp. 25, 27
  2. ^ Lax (2010), p. 27
  3. ^ Lax (2010), pp. 28–31
  4. ^ a b Wilson (1993), p. 35
  5. ^ Lax (2010), p. 40
  6. ^ Stephens (1995), p. 305
  7. ^ Wilson (1993), pp. 56–57
  8. ^ Lax (2010), pp. 137–138
  9. ^ Lax (2010), p. 67
  10. ^ Lax (2010), pp. 68–70
  11. ^ a b Lax (2010), p. 98
  12. ^ Stephens (1995), pp. 385–386
  13. ^ Lax (2010), pp. 95–98
  14. ^ a b c Stephens (1995), p. 387
  15. ^ Lax (2010), pp. 95–98
  16. ^ a b c d Wilson (1993), p. 41
  17. ^ a b Lax (2010), p. 99
  18. ^ a b Wilson (1993), p. 42
  19. ^ Wilson (1993), pp. 42, 45
  20. ^ Stephens (1995), p. 451
  21. ^ Wilson (1993), p. 45
  22. ^ Wilson (1993), pp. 45–51
  23. ^ Wilson (1993), pp. 53–55
  24. ^ Wilson (1993), p. 55
  25. ^ a b Lax (2010), p. 100
  26. ^ Wilson (1993), pp. 55–56
  27. ^ Stephens (1995), p. 388
  28. ^ Lax (2010), pp. 104–105
  29. ^ Lake 1992, p. 209
  30. ^ Lax (2010), p. 104
  31. ^ a b c Wilson (1993), p. 56
  32. ^ "McDonnell-Douglas F-4E Phantom 67-0237". Exhibitions. RAAF Museum. Retrieved 14 July 2012.
Bibliography
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