The British Royal Navy decided in 1964 to adopt the US Navy F-4J Phantom for use on their aircraft carriers. However, large modifications were made on the F-4J, both in equipment and in structure. The largest modifications were perhaps to replace the General Electric J-79 engines used on the American Pahntoms by British Rolls Roys Spey 202/203 engines. This required changes in the fuselage (engine bay, inlet duct, bellmouth control systems, etc.) as the engines were not of the same size.
In addition, the length had to be reduced to accomodate the lenght restriction of 54 feet for British carriers. This was done by changing the radome. Furthermore the nose landing gear was extended to allow starts at low winds. These modifications resulted in a 40% contribution of British Aerospace companies to building the Phantom. The modified Phantom became known as the F-4K or in the Royal Navy as the F-4 Phantom FG MK.1. Its first flight was in June 1966 and the 52 aircraft were produced until 1971.
In 1965 the Royal Air Force (RAF) also decided to adopt the F-4K as a
multi-role aircraft, designating their version as the Phantom FGR.2. The
F-4K design was hence modified and became known as the F-4M. The first
F-4M was delivered in 1967 and by 1969 a total of 118 were produced.
After the Falklands war in the early 1980s, 23 RAF Squadron, using Phantom FGR Mk.2s (F-4Ms), was transferred to Stanley to maintain air defense of the Falkland Islands Protection Zone. To keep British home-defense on strength the RAF purchased 15 Navy F-4J Phantoms. These Phantoms came from Navy storage facilities, such as the Davis Monthan Air Force Base. They were overhauled and modified at NASR North Island, where several US Navy systems (e.g. AN/ASN-54 Approach Power Compensator, AN/ASW-25 datalink and AN/ALQ-126 countermeasures systems) were removed and replaced by UK instruments. These F-4J Phantoms were then delivered to the RAF Base at Wattisham in 1984, receiving RAF serial numbers (ZE350-ZE364) and the designation F-4J(UK) Phantom II.
The images below show typical F-4M Phantom II aircraft instrument
panels. These images are pictures from collector's panels, as well as
scans from F-4M flight manual pages. Feel free to contact me for higher
resolution scans or scans of other Phantom instrument panels.
 RAF F-4M (FGR.MK2) Phantom main pilot's panel. Presumable radio call sign XV-398/CI (McDonnell F-4M-33-MC Phantom) operated by 228 OCU (Sqn. 64). Aircraft was scrapped in June 1993 at Wattisham. Images of this aircraft are shown here and at airliners.net. To complete restoration, I would need EGT and fuel flow indicators, a right engine FIRE/OVHT lens cap, a radar altimeter indicator, a Take off / Landing checklist data plate and glareshields. Please contact me when you have any of these available. |
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 F-4 Phantom FG MK1 rear cockpit (source: Aircrew Manual, 1969, www.flight-manuals-on-cd.com). |
Several F-4J Phantoms that had been taken out of active service and were stored at the Davis Monthan Air Force Base were bought by the RAF to replace aircraft lost during the Falkland war in the early 1980s. One such aircraft was F-4J with tail code 155894, which received the RAF tail code ZE364. The image below shows the rear instrument panel from this aircraft.
Only those flight instruments particular to the British Phantoms aircraft are shown below. Please visit the F-4B Phantom page to view instruments common to most F-4 aircraft.
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MK.30(B) master altimeter (servo encoding, -1,000 - 60,000 feet) fitted in the rear F-4M cockpit. Provides an electrical output to operate the pilot's MK.29 altimeter when in servo mode, and to the IFF/SSR transponder. Power requirements: 115 V AC, 400 Hz and 28 V DC. The output is via a cable leaving the instrument. Pinouts of the connector at the end of this cable are (source B. de Groot): A= AL6, B= 115 V 400 Hz ETH, C= chassis ETH, D= Rotor out to slave MK.29 A, J= common xpdr, M= C4 Mode 'C' xpdr, R= synchro out to slave MK.29 pin C, V= C2 Mode 'C' xpdr, W= C1 Mode 'C' xpdr, X= B4 xpdr, Y= B2 xpdr, Z= Rotor out to slave MK.29 pin B, a= B1 xpdr, d= A4 xpdr, e= A2 xpdr, f= A1 xpdr, g= D4 xpdr, k= synchro out to slave MK.29 pin D, m= synchro out to slave MK.29 pin E. I have a spare MK.30 altimeter for sale... |
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MK.29(B) slaved altimeter (-1,000 - 60,500 feet) fitted in the front F-4M cockpit on the main pilot's panel. In normal mode servo operated from the MK.30 master altimeter in the rear cockpit, but reverts to pressure capsule (standby, with vibrator running) operation in case of power 115 V 400 Hz power failure failure at master MK.30 altimeter. Pinouts are (source B. de Groot): A= rotor to master MK.30 pin D, B= rotor to master MK.30 pin Z, C= synchro to master MK.30 pin R, D= synchro to master MK.30 pin k, E= synchro to master MK.30 pin m, H= +28 V DC to vibrator, N= chassis ETH, N= altimeter test out, R= altimeter test out. |
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F-4M Radio altitude indicator. If you have information on the instrument and its pinouts, please let me know... |
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Radar Warning Receiver (RWR) Digital Display indicator, Unit 7 Ref Design Prefix 7. Made by the Government Systems Division General Instrument Corporation. It detects the radio wave transmissions of radar systems and can identify what type of radar it is and if the detected radar type forms a threat to the aircraft, such as a radar-guided surface to air missile. For more details visit www.reference.com. If you have information on the pin connections, please let me know... |
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Standby attitude indicator, manufactured by Ferranti Ltd.,
Manchester, UK. Type FH-16B. This model also has the gyro inside and
was used in the British RAF F-4M models. To light the instrument,
connect pins E and F from the PLA connector on the left hand side
(looking towards the back of the instrument) to a 5 V power supply.
As the gyro is inside, the dimensions of the hole are slightly larger
than for the remote version at 6.0 x 6.0 cm. |
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Flow rate (fuel flow) indicator
type No. 7802-12000 of the F-4M. Manufactured by Elliot, UK. I still
need one of these to complete my panel. Please contact me if you know
where one would be available. |
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Turbine gas temperature indicator of the F-4M. Uses a Cr/Ni - Al/Ni thermocouple. Manufactured by Smiths, UK. I still need one of these to complete my panel. Please contact me if you know where one would be available. |
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F-4M ILS indicator with
course/glideslope needles. |
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Grip on the flight stick of the
F-4M, the same grip was used on the F-4J and F-4S aircraft. The grip
has a 17 pins connector on the bottom. |
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PV1756B Remote UHF Channel indicator manufactured by Plessey
Avionics & Communications. |
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F-4M Left engine fire/overheat
warning light. Text: FIRE/OVHT and <ENG. |
 F-4M Camera and weapons control panel, located on the main pilot's instrument panel. |
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The following instruments and controls are found on the side consoles of the British RAF F-4 Phantoms.
| F-4M left hand side console control panels | |
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Fuel system panel of the F-4M
Phantom. Mounted in the starboard side console. |
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Inter Communications Sytem (ICS) control box from the British FGR-MK.2 Phantom. Mounted in the left console in the rear cockpit. |
| F-4M right hand side console control panels | |
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Lepus flare control panel with
left/center and right counters and height setting switch. This panel
controls ejection of an illumination flare that floats down on a
parachute over the target. |
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Generator and master caution light control panel with generator out warning lights. |
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External lights control panel with switches for taxi lights, wing lights, fuselage lights, tail lights, etc. as well as a MAN KEY button for signaling using flashing lights. |
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F-4M Phantom II TACAN control panel. |
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Utility receptable and spare
lamps panel, located on the port side console. |
 F-4M ILS (Instrument Landing System) control panel and volume adjustment knob, located on the port side console. |
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