ROKAF retires the world's last frontline RF-4Cs...

[Rhino power]

Can't find anything official but, it seems that the ROKAF have retired the world's last frontline RF-4Cs...:(

ROKAF RF-4, a world's final remaining F-4C in active service, creation the final moody before retirement - Army photos, military photos, soldiers images, military images gallery (http://armyphotos.net/rokaf-rf-4-the-worlds-last-remaining-f-4c-in-active-service-making-its-final-flight-before-retirement/)

-RP

[thing]

Proper jet. My first tour was on F4's, a mere 40 years ago.

[RAFEngO74to09]

A great recce only jet back in the day.

Built: USAF RF-4C 503, Germany RF-4E 149, Japan RF-4EJ 14.

Two x 72-aircraft wings in USAFE (Zweibrucken and Alconbury).

Documentary from the Vietnam era:

Alone, Unarmed and Unafraid - YouTube

[GreenKnight121]

And 46 USMC RF-4Bs:

In the initial Model 98 package that was submitted to the Navy, McDonnell had included a Model 98P, which was a photographic reconnaissance version of the basic design. The Navy initially expressed no interest in the Model 98P proposal, since they were perfectly happy with the F8U-1P reconnaissance version of the Crusader. However, the F8U-1P lacked the night reconnaissance capability that was being planned in early 1962 for the Air Force's RF-110A reconnaissance version of the land-based Phantom. This caused the Navy to take a second look at the Model 98P, and in February 1963 the Marine Corps agreed to acquire the first 9 of an eventual 46 RF-4Bs.

In initial proposals and in pre-contract negotiations, this aircraft had initially been referred to as F4H-1P. However, this was changed to RF-4B in September 1962 when the new unified designation scheme came into effect.

The RF-4B was quite similar to the much more numerous RF-4C of the USAF. Like the RF-4C, the RF-4B was unarmed. The fighter's radar-equipped nose was replaced with a special nose specifically designed for reconnaissance applications. This nose was 4 feet 8 7/8 inches longer than the nose of the armed F-4B. The AN/APQ-72 radar of the F-4B was replaced by the much smaller Texas Instruments AN/APQ-99 forward-looking J-band monopulse radar which was optimized for terrain avoidance and terrain-following modes, and could also be used for ground mapping. There were three separate camera bays in the nose, designated Stations 1, 2, and 3. Station 1 could carry a single forward oblique or vertical KS-87 camera, Station 2 could carry a single KA-87 low-altitude camera, and Station 3 normally carried a single KA-55A or KA-91 high-altitude panoramic camera. The much larger KS-91 or KS-127A camera could also be carried. Unlike the cameras of the Air Force's RF-4Cs, the RF-4B's cameras were fitted on rotating mounts so that the pilot could aim them at targets off the flight path.

The rear cockpit was configured for a reconnaissance systems operator, with no flight controls being provided. Two ALE-29A/B chaff/flare dispensers were installed, one on each side of the aircraft above the rear fuselage. For nighttime photography, a set of photoflash cartridges could be ejected upward from each side of the aircraft.

An AN/APQ-102 reconnaissance SLAR was fitted, with antenna faired into the lower fuselage sides, just ahead of the intakes. This SLAR was capable of tracking both fixed and moving targets. An AN/AAD-4 infrared reconnaissance system was fitted in the fuselage belly just behind the SLAR. AN APR-25/27 radar homing and warning system was used, an ASW-25B one-way datalink was installed. An ALQ-126 deceptive electronic countermeasures package was installed, which obviated the need to carry external jammer pods. An ARC-105 communication transceiver was fitted, which required that large fin-skin shunt antennae be faired into both sides of the vertical fin. A Litton ASN-48 inertial navigation system was carried.

The first 34 RF-4Bs (BuNos 151975/151982 and 152089/153113) retained the powerplants and the basic airframe of the F-4B. However, the last twelve (BuNos 153114, 153115, and 157342/157351) were built with the wide wheels and the "thick" wing of the F-4J. The last three of these (157349/157351) were completed with the smoothly-rounded undernose bulge similar to that seen on many USAF RF-4Cs. This adaptation improved the aerodynamics and increased the internal volume. However, on these three aircraft, the pilot no longer had control of the angle of a KS-87 camera on station 2, which was made fixed.

The film could be developed in flight and film cassettes could be ejected at low altitude so that ground commanders could get aerial intelligence as rapidly as possible.

The first RF-4B flew on March 12, 1965, and deliveries of 46 examples took place between May 1965 and December 1970. All of them went to the Marine Corps.

The RF-4B was first delivered to VMCJ-3 based at MCAS El Toro in May of 1965, and soon after to VMCJ-2 at MCAS Cherry Point and to VMCJ-1 at Iwakuni in Japan.

VMCJ-1 based at Iwakuni in Japan took its RF-4Bs to Da Nang in October of 1966. During the Southeast Asia conflict, three RF-4Bs were lost to ground fire and one was destroyed in an operational accident.

Beginning in 1975, surviving Marine Corps RF-4Bs were upgraded as part of Project *SURE* (Sensor Update and Refurbishment Effort). There was some local strengthening of the airframe and the wiring was entirely replaced. These planes were fitted with the AN/ASN-92 carrier aircraft inertial navigation system (CAINS) which replaced the ASN-48. They were also fitted with the AN/ASW-25B datalink, the AN/APD-10B SLAR (replacing the APQ-102A), and the AN/AAD-5 infrared reconnaissance set (replacing the AN/AAD-4). Various externally-mounted electronic countermeasures pods were replaced by the internally-mounted ALQ-126 or -126B electronic countermeasures suite with characteristic cable ducts mounted on the sides of the intakes. The J79-GE-8 engines were later replaced by J79-GE-10 engines.

In 1975, two years after combat in Southeast Asia had ended, the surviving RF-4Bs were regrouped into a new squadron, VMFP-3, based at MCAS El Toro. VMFP-3 stood down in August of 1990, bringing Marine Corps operations of the RF-4B to an end.

[GreenKnight121]

RF-4C part one:
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 postflight 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 occassions, especially on long overwater 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 underfuselage 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 underwing pylon for self-defense. Provision was also made for carrying an electonic 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 Thalland. 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.

[GreenKnight121]

RF-4C part two:
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.

The following ANG squadrons were eventually equipped with RF-4Cs:


106th TRS, 117th TRW, Alabama ANG
153rd TRS, 186th TRG, Mississippi ANG
160th TRS, 187th TRG, Alabama ANG

165th TRS, 123rd TRW, Kentucky ANG

173rd TRS, 155th TRG, Nebraska ANG

179th TRS, 148th TRG, Minnesota ANG

189th TRTF, 124th TRG, Idaho ANG

190th TRS, 124th TRG, Idaho ANG

192nd TRS, 152nd TRG, Nevada ANG

196th TRS, 163rd TRG, California ANG

By early 1989, the number of RF-4C squadrons serving on active duty with the USAF was down to seven. These comprised the 16th TRS at Shaw AFB, the 12th TRS, 45th TRTS, 62nd TRS, and 91st TRS at Bergstrom AFB with TAC, the 15th TRS at Kadena AB on Okinawa with PACAF, and the 38th TRS at Zwiebrucken AB in Germany with USAFE. Plans to deativate two of these squadrons had already been announced.

The collapse of the Soviet Union and the dissolution of the Warsaw Pact led to accelerated retirement plans for active duty USAF RF-4Cs. In 1989, the 15th TRS was transferred from the 18th TFW at Kadena to the 406th TRG at Taegu AB in Korea, and was inactivated there the next year.

The inactivation of the last USAFE and TAC RF-4C units was in the planning stages when Iraq invaded Kuwait in August of 1990, and further deactivation plans were put on hold. Consequently, the RF-4C was still in service with the USAF at the time of *Desert Storm*.

In response to the Iraqi invasion of Kuwait, the 106th TRS of the 117th TRW of the Alabama ANG was deployed on August 24, 1990 to Sheika Isa in Bahrain. Its LOROP-equipped RF-4Cs were used to conduct prewar surveillance of Iraqi forces in occupied Kuwait as as well as those deployed along the Saudi Arabia-Iraq border. Unfortunately, 64-1044 crewed by Major Barry K. Henderson and Lt. Col. Stephen G. Schraam was lost in an operational accident on October 8, 1990. In December, the 106th TRS was relieved by the 192nd TRS of the Nevada ANG. Later, RF-4Cs taken from the USAF's 12th TRS/67th TRW and the 38th TRS/26th TRW were deployed to Desert Shield. The 26th TRW of USAFE were detached to the 7440th Composite Wing at Incirlik AB in Turkey, and the 67th TRW went to the 35th TFW (Provisional) at Shiek Isa AB in Bahrein to serve alongside the RF-4Cs and crews from the Air National Guard. Many of these planes were veterans of combat in Vietnam. The 12 TRS did not arrive in Bahrain until right before the offensive (I seem to remember 1-2 weeks). The 91st TRS had aircrew waiting on the east coast (I believe McGuire AFB) to replace any losses which luckily did not occur.

When the first air strikes against Iraq took place on January 17, 1991, the RF-4Cs were in action from the start. At first, they were limited to daylight operations, flying over Kuwait almost every day in search of Republican Guard units. They flew over Baghdad looking for such targets as rocket fuel plants, chemical weapons plants, and command and communications centers. The RF-4Cs were repeatedly diverted from other photographic missions to go and look for Scud launchers hiding in western Iraq. None were lost in action, although one crashed into the Persian Gulf following the end of hostilities. Fortunately, the crew ejected safely.

Following the end of Desert Storm, the RF-4Cs of the 26th TRW and the 67th TRW returned to their home bases, respectively Zwiebrucken AB in Germany and Bergstrom AFB in Texas. Within a year, all of the remaining RF-4Cs were withdrawn from USAF service. The 26th TRW was deactivated in April of 1991 and its RF-4Cs were relegated to storage. The 91st TRS of the 67th TRW was deactivated in September of 1991, thus ending RF-4C service with active duty USAF units. The 12th TRS and the remainder of the wing stood down in 1994.

After the end of Desert Storm, the phaseout of the RF-4C with the ANG was accelerated. The 163rd TRG, the 186th TRG, the 155th TRG, and the 117th TRW switched over the aerial refuelling mission in 1992-94, trading in their RF-4Cs for KC-135s. The 124th TRG of the Idaho ANG converted to F-4G "Wild Weasls. The 192nd RS of the Nevada ANG finally turned in its last four RF-4Cs on September 27, 1995, their planes being flown to Davis-Monthan AFB for storage. This brought the era of RF-4C service with United States armed forces to an end.

Twelve RF-4Cs were subsequently transferred to the Spanish Air Force. Two were loaned to Israel in 1970-71. Twelve ex-USAF RF-4Cs were transferred to Korea in 1989. This leaves Spain and Korea as the only operators still flying the RF-4C.

After the completion of the original test program, YRF-4C 62-12200 was modified to serve as the aerodynamic prototype of the F-4E version, flying in this configuration on August 7, 1965. It was later used in Project Agile Eagle to test leading edge maneuvering slats that were fitted to late production F-4Es. The YRF-4C was later fitted with a slotted stabilator and was fitted with various composite material components such as a beryllium rudder. In April 1972, it was modified as a test bed for a fly-by-wire control system. In 1974, it was fitted with canard surfaces and special controls as part of the Precision Aircraft Control Technology (PACT) program. It first flew in this configuration on April 29, 1974. In January 1979, 62-12200 was donated to the USAF Museum at Wright-Patterson AFB in Ohio, where it is now on display.
McDonnell F-4 Phantom II (http://www.joebaugher.com/usaf_fighters/f4.html)
RF-4B (http://www.joebaugher.com/usaf_fighters/f4_6.html)
RF-4C (http://www.joebaugher.com/usaf_fighters/f4_9.html)

[RetiredF4]

Nice report about the RF-4C.
With some hours in the RF-4C and over 2000 in the RF-4E i feel entiteled to comment on the difficulties to land from the backseat. If the pilot in front was not able to configure the jet for landing, then all what's written is true. Even after a successful touchdown the problems would not be over, as the engines could auto accellerate to 100% and there was no possibility to shut down the engines from the rear pit.
Having done lots of touch and go's and full stop landings from the rear pit as instructor i felt quite comfortable with landings despite the limited visibility from the rear cockpit, which was bad in all phantom variants.

[koreafan]

Correct, ROKAF RF-4C's made their last flight on Friday (28th).