Naming the aircraft

There were proposals to name the F4H "Satan" and "Mithras", the Persian god of light. In the end, the aircraft was given the less controversial name "Phantom II," the first "Phantom" being another McDonnell jet fighter, the FH-1. The Phantom II briefly carried the designation F-110A and was also given the name of "Spectre" by the USAF, neither title was used.

Prototype testing

On 25 July 1955, the Navy ordered two XF4H-1 test aircraft and five YF4H-1 pre-production fighters. The Phantom made its maiden flight on 27 May 1958 with Robert C. Little at the controls. A hydraulic problem precluded retraction of the landing gear but subsequent flights went more smoothly. Early testing resulted in redesign of the air intakes, including the distinctive addition of 12,500 bleed air holes on each ramp; and the aircraft soon squared off against the XF8U-3. Due to operator workload, the Navy wanted a two-seat aircraft and on 17 December 1958 the F4H was declared a winner. Delays with the J79-GE-8 engines meant that the first production aircraft were fitted with J79-GE-2 and -2A engines, each having 16,100 pound-force (71.8 kN) of afterburning thrust. In 1959, the Phantom began carrier suitability trials with the first complete launch-recovery cycle performed on 15 February 1960 from USS Independence.

Production

Early in production, the radar was upgraded to a larger AN/APQ-72, necessitating the bulbous nose, and the canopy was reworked to improve visibility and make the rear cockpit less claustrophobic. The Phantom underwent a great many changes during its career, summarized in the "Variants" section below.

The United States Air Force received Phantoms as the result of Robert McNamara’s push to create a unified fighter for all branches of the military. After an F-4B won the "Operation Highspeed" fly-off against the F-106 Delta Dart, the USAF borrowed two Naval F-4Bs, temporarily designating them F-110A "Spectre" in January 1962, and developed requirements for their own version. Unlike the Navy focus on interception, the USAF emphasized a fighter-bomber role. With McNamara’s unification of designations on 18 September 1962, the Phantom became the F-4 with the Naval version designated F-4B and USAF F-4C. The first Air Force Phantom flew on 27 May 1963, exceeding Mach 2 on its maiden flight.

Phantom II production ended in the United States in 1979 after 5,195 had been built (5,057 by McDonnell Douglas and 138 in Japan by Mitsubishi), making it the second most produced and exported American military-jet; the F-86 Sabre still remains the most numerous jet-powered warplane produced and exported by the United States. Of these, 2,874 went to the USAF, 1,264 to the Navy and Marine Corps, and the rest to foreign customers. The last U.S.-built F-4 went to Turkey, while the last F-4 ever built was completed in 1981 as an F-4EJ by Mitsubishi Heavy Industries in Japan. As of 2001, about 1,100 Phantoms remained in service worldwide, including QF-4 drones operated by the U.S. military.

World records

To show off their new fighter, the Navy led a series of record-breaking flights early in Phantom development:

Operation Top Flight: On 6 December 1959, the second XF4H-1 performed a zoom climb to a world record 98,557 ft (30,040 m). The previous record of 94,658 ft (28,852 m) was set by a Soviet Sukhoi T-43-1 prototype. Commander Lawrence E. Flint Jr. accelerated his aircraft to Mach 2.5 at 47,000 ft (14,330 m) and climbed to 90,000 ft (27,430 m) at a 45 degree angle. He then shut down the engines and glided to the peak altitude. As the aircraft fell through 70,000 ft (21,300 m), Flint restarted the engines and resumed normal flight.

On 5 September 1960, an F4H-1 averaged 1,216.78 mph (1,958.16 km/h) over a 500 kilometer (311 mi) closed-circuit course.

On 25 September 1960, an F4H-1 averaged 1,390.21 mph (2,237.26 km/h) over a 100 kilometer (62 mi) closed-circuit course.

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