McDonnell F-4B (F-4N) Phantom II US Navy aircraft co*ckpit instrument panel restoration (2024)

Introduction

This site provides information about the co*ckpit layout of theMcDonnell F-4H-1 Phantom II aircraft (later redesignated F-4B-15-MC) anddisplays its instrument panels and information about the avionics. F-4BPhantom II aircraft construction started in 1962 for the US Navy, afterthe F-4A (F-110) prototype had been approved. The USAF also becameinterested in the aircraft and 27 F-4Bs were provided on loan to theUSAF for a trial period, starting in February 1963 (source: Joe BaughersF-4B Phantom II page).

Drawing of a Navy F-4A Phantom from an early 1960s McDonnells brochuredetailing the records set by the F-4B Phantom.

The McDonnell Aircraft Corporation merged with Douglas AircraftCompany Incorporated on April 28, 1967, to form the McDonnell DouglasCorporation. This page includes information about the avionics common tothe F-4B Phantom, and indeed to most other Phantom versions. Instrumentsspecific to F-4C, F-4D,F-4E, F-4F, F-4J/S and F-4MPhantoms are shown on separate web pages.

Initial evaluation of the F-4B Phantom by the USAF occurredmainly at the 4453^rd Combat Crew Training Wing at MacDill AirForce Base in Florida.

Later in the 1960s, F-4B aircraft were upgraded/converted to F-4Nstandard. This conversion was part of the Service Life Extension Program(SLEP) called Project Bee-line (source: R.F. Dorr, 1984. McDonnellDouglas F-4 Phantom II. Osprey Air Combat Series, MotorbooksInternational, USA).

Spook, the F-4 Phantom mascotte.

Sticker indicating date of modification at Noris Naval Air Rework Facility.

Logo of the Bee-line F-4B Phantom service life extension project.

In general, instrument panels and avionics may have stickersreading, for instance, NAVAIREWORKFAC MOD 10|72 NORIS. This indicatesthat some kind of modification of the item bearing the sticker wasdone, in this particular case at Naval Air Station (NAS) North Island(part of the largest aerospace-industrial complex in the Navy - NavalBase Coronado) in 1972. Avionics used in F-4 Phantom aircraft caneasily be recognised as these usually have a small sticker with Spook,the mascotte of the F-4 Phantom (see above). The edge-lit panelcarrying the Radio Call number of F-4B Phantom with BuNo 150652 wasmanufactured at NAS Noris in San Diego, as shown on the back of thepanel.

The images below show the general arrangement of the F-4B/N andRF-4B Phantom aircraft, indicating the locations of various antennas,fuel tanks, RAM air turbine, cameras, etc.

Detailed information about Navy F-4 Phantom II aircraft, DACO Publications

Danny Coremans from DACO Publications released an new book titled Uncovering the US Navy Q/F-4B/J/N/S Phantom in 2009. This book contains hundreds of colour pictures of the inside and outside of the different Navy Phantom II aircraft, showing technical details of fuselage, co*ckpit, engine, weapons systems, avionics, etc., and also contains scale drawings of the various F-4 Phantom aircraft types and their co*ckpits that are valuable for scale model projects.

I can recommend this book to anyone who is interested in the NavyPhantoms. Sample pages from the book and ordering information areshown DACO's Navy F-4Phantom book page. Please do check it out...

McDonnell F-4B Phantom in advertisem*nts

The F-4B Phantom also featured in advertisem*nts of ACS Industries,Inc. (sidewinder infrared detection) and General Electric LMED (flightcontrol system) in aviation journals in the 1960s and 1970s. The imagebelow shows one of these advertisem*nts published in 1964. If you havean advertisem*nt featuring the F-4 Phantom, I would appreciate it ifyou could send me a scan (e-mail:aviation@watergeek.eu).

F-4B Phantom II high resolution co*ckpit for computer flightsimulator

Streak Eagle has designed a very nice high resolution F-4B co*ckpit,which is partly based on the images shown below. If you are lookingfor a high resolution F-4B co*ckpit for your flight simulator, checkout his version at CombatACEF-4B Hi-res co*ckpit. These co*ckpits are also available on AVSIM.

Screenshot of Strike Eagle's F-4B Phantom II co*ckpit that is partlybased on images from this web site.

F-4B/N and RF-4B Phantom co*ckpit layouts

Typical F-4B and RF-4B Phantom co*ckpit layouts, as depicted in theNavy flight manuals, are shown below.

History of F-4B/N Phantom II with Navy BuNo 150652

The following description of the historyof F-4B Phantom II with BuNo 150652 was made possible by Sid Nanson,who kindly provided historic records of this aircraft (Thanks againSid!). Sid has access to Navy microfilm with records of each aircraftuse by unit and date up to 1985. If you would like to receiveinformation about a US Navy or US Marine Corps aircraft with aspecific BuNo, please contact me and I'll relay your requestto Sid Nanson.

The history of 150652 is presumably very similarto that of other F-4B, F-4C and F-4D aircraft that were constructed inthe early 1960s. These fighter aircrafts were typically used fortraining, saw combat in Vietnam and finally returned to the USA to bestored in a storage facility after about 15 years of service in thelate 1970s.

F-4B Phantom II 150652 was constructed by end of1962 (Block 15-O) and was accepted by the Bureau of Naval WeaponsFleet Readiness (BWR FR) in St. Louis on 9 April 1963. The aircraftwas then provided on loan to the 4453^rd Combat CrewTraining Wing of the USAF at McDillAir Force Base (AFB) in Tampa, Florida, for training/evaluationpurposes. At this time she received USAF BuNo 62-12178 and was paintedin the USAF colour scheme (see image below). However, the originalNavy tail number 150652 remained displayed on its vertical stabiliser(source: HermanR. "Buck" Seibert's web site).

Photograph of the F-4B 150652 in USAF colour scheme when it was onloan to the 4453^rd Combat CrewTraining Wing of the USAF at McDill AFB in 1963. The USAF tailcode for the Navy F-4B 150652 became 62-12178. Photo from Herman R. "Buck"Seibert's web site about the 4453^rd Combat Crew TrainingWing.

When the first F-4C Phantoms were finally delivered at McDill AFB,the borrowed F-4Bs were returned to the Navy. F-4B 150652 then went tothe Overhaul and Repair (O&R) Facility of the Bureau of NavalWeapons Fleet Readiness (BUWEPS FR) on NorthIsland Naval Air Station (NAS) from 3 June until 5 August 1964,where it was serviced and repainted in the Navy colour scheme.

The aircraft was subsequently used for training of VMF-513 "FlyingNightmares" (WF) pilots at Marine Corps Air Station (MCAS) El Toroin Orange County - California until 13 October 1964, when VMF-513 wasredeployed, with their F-4Bs, to NASAtsugi in Japan. VMF-513 replaced VMFA-531 at Da Nang airfield inJune 1965 for a five month combat period, when their Phantoms were theonly Marine fighter jets in Vietnam. The aircraft was also stationedat Cubi Point in the Philippines and IwakuniMCAS in Japan with VMF-513 in this period. The overseasdeployment of VMF-513 ended in October 1965 and the squadron reformedat MCAS Cherry Point, N.C., leaving some of their Phantoms, including150652, behind.

On 13 October 1965 F-4B 150652 was received byMarineFighter Attack Squadron 115 (VMFA-115) in Da Nang, Vietnam. These"Able Eagles" flew over 34,000 combat air patrols with F-4Bs duringthe Tet Offensive and the battles at Hue City, Khe San and Task ForceDelta.

Impressive view of an F-4B of VF-142 ready for launch from the USSMidway (CVA-41, South China Sea, August 1964). Note the catapultbridle attached to the aircraft, the extended nose wheel strut and theangle of attack sensor sticking out of the small circle just in frontof the "210" (Official photograph of the US Navy by R.D. Moeser,JOC. Naval Review, 1966. Ed. F. Uhlig Jr. United States NavalInstitute).

On 14 April 1966 F-4B Phantom 150652 was transferred to the MarineFighter All Weather Squadron VMF AW-314 (Black Knights, VW tailcode) in Da Nang for more combat operations.

F-4B Phantom 150652 at Da Nang or Chu Lai Air Base in Vietnam duringher period with VFMA-314 (Black Knights VW tail code) between April1966 and February 1969 (Photo source F-4Bs of the 4453rd CCTW website. Note the external 370 gallon fuel tanks (Sargeant Fletcher)on both outboard wing stations and the MK 82 Snakeye I general purposebombs with M904-E2 mechanical impact nose fuzes on the TER-9 tripleejector rack on the left inboard wing station.

She remained with the Black Knights until 1 August 1966 when shewas transferred to VMFA-542(Tigers, tail code WH), who operated F-4Bs in combat missions fromDa Nang air field, as well as from the Chu Lai air base of the USMarine Corps south of Da Nang. This airfield was created in 1964 toreduce congestion at Da Nang air field. Between 1 August and 9 October1966 150652 was also stationed at MCASIwakuni

On 14 November 1967 150652 was returned to VMFA-314 for more closeair support and combat missions from Chu Lai airfield. The return ofF-4B 150652 to Marine Air Base Chu Lai may have been prompted by anF-4B crash on 19 October 1967 that took the lives of the pilot MajorGlenn Gates Jacks and his Radar Intercept Officer, 1^stLt. Fred E. MacGeary. During take-off for a strike mission in USMCF-4B Phantom 151457 (VMFA 542, Marine Air Group 13), their aircraftsuffered an electrical malfunction that caused flame-out of bothengines causing their F-4B Phantom to crash on the beach (source: F-4Phantom losses in USAF, USN & USMC Service, 1967).

The F-4B remained in Vietnam with VMFA-314 until 3 February 1969,when it was received by MarineFighter Attack Training Squadron VMFAT-101 (Sharpshooters, SH tailcode) based at Marine Corps Air Station (MCAS) El Toro, CA, andafter the summer of 1970 at MCAS Yuma in Arizona.

The aircraft went to NARF North Island where it was the third F-4Bthat was converted to F-4N standard as part of the Bee-line projectbetween 14 March and 5 July 1972.

On 23 March 1973 F-4N 150652 was received by VF-151 (Vigilantes) atMiramar NAS. Later in October 1973, the USS Midway with VF-151 leftit* homeport in Alameda, California, for its new homeport Yokosuka,Japan. The Midway was home-ported in Yokosuka until 1986. VF-151, whennot at sea, flew out of NAS Atsugi, Japan (personal communicationformer F-4 Phantom VF-151 pilot John "Cat" Chesire, see also skywarrior.cool.ne.jp).Hence 150652 was operating for another four years from the Midwayaircraft carrier in the Western Pacific and Vietnam using the NF tailcode (see image below), operating from Atsugi NAS and from NorthIsland NAS.

F-4B/N 150652 in flight in 1973, when stationed on the USS Midwayaircraft carrier with VF-151 Vigilantes (NF tail code). Photo courtesyof Michel (see http://www.f-4.nl).

F-4B/N Phantom 150652, with VF-151 on the USS Midway aircraft carrier,stationed on an airfield. Note that the aircarft was carrying acenterline fuel tank. Photo source www.aircraftslides.com) viaBuck Seibert's 4453rd.com website.

A good account of what flying an F-4 Phantom with VF-151 was duringthe Vietnam war is given by John "Cat" Cheshire on his veryinformative and entertaining www.flitetime.net website.

VF-151 Vigilantes F-4B/N Phantom 150652 stationed on the USS Midway aircraft carrier intercepting a Soviet Tupolev Tu-95 Bear D strategic bomber aircraft - circa 1975. Photo source www.seaforces.org).

F-4N Phantom 150652 aircraft ended its active service on 27 May1977. By that time it had accumulated a total flight time of 3643hours, had made 737 landings, of which 387 were arrester landings, andhad experienced 380 catapult shots onboard aircraft carriers.

The aircraft was subsequently stored at 'The Boneyard', theMilitary Aircraft Storage and Disposition Center (MASDC) atDavis-Monthan AFB in Tucson, Arizona. After sitting there for sixyears, 150652 was finally struck of charge on 1 August 1983. The AMARCExperience database shows that the aircraft was transferred fromthe U.S. Navy. Ex. AMARC PCN inventory number 8F041 to U.S. Air Force(PCN FP007) on May 3, 1985. On 10 June 1985 the aircraft was finallytransferred to the Tolicha Peak Electronic Combat Range (TPECR), afacility of the Nellis AFB Nevada, to be used as target. The aircraftwas obviously scrapped and its main pilots panel removed between 1985and January 2002, when the instrument panel was sold at an aviationfair in Europe.

F-4B/N 150652 at its final destination, the Davis Monthan Air ForceBase storage facility in 1977. Note the white protective sheeting oncanopy, radome and access doors and the flat tyres. The aircraft isparked next to F-4N 150638. Photograph Mr. J. Ryan.

To further complete the history of F-4B Phantom 150652, I amlooking for additional pictures and documentation (log books, etc.) ofthis aircraft. Please contact me if you have any informationavailable.

Restoration of F-4B / F-4N 150652 main pilot's instrument panel

The main pilot's instrument panel shown below was in very poorcondition when purchased in Europe in 2002. This was presumably theresult of prolonged storage of the aircraft in the harsh Arizonadesert sunlight conditions before the Phantom was scrapped. Mostinstruments were missing from the panel and one instrument (turbineinlet temperature with red off flag) presumably came from a differentaircraft. Screws were very rusty and the right-side glare shield wasbent, whereas the left and center glare shields were missing. Duringits life, the panel had obviously been repainted in a lighter greycolour than the original dark grey factory colour, with the newerpaint dissapearing in places revealing the older, darger grey, paintlayer.

F-4B main pilot's instrument panel as it came from the scrap yard.

After several years the panel was restored by careful collectionand installation of the appropriate avionics. The result is shown below.No attempt was made to restore the original paint layers.

The same F-4B main pilot's instrument panel after restoration withmostly original avionics. Paint and decals were left in original stateand show considerable wear.

F-4B/N Phantom II rear RIO instrument panel

The radar intercept officer (RIO) in the rear co*ckpit had his owninstrument panel. In general, this panel displayed flight information(AAU-19 altimeter, mach air speed, true airspeed, artificial horizon),radio channel (ID-808/ASQ indicator), limited navigation information(Bearing-distance-heading indicator), threat warning information(AN/APR-25(V)), and warning lights for fuel, canopy lock, and wingpins locks. Furthermore, the panel contained controls for the radar(AN/ALR-45 disable panel) and a clock. The layout of the rearinstrument panel was changed several times when modifications wereimplemented, as can be seen in the flight manual co*ckpit images shownabove. The panel F-4B/N below shows a typical rear co*ckpit panel afterimplementation of Project Shoehorn, when Data link, AIMS and VTAS(visual target acquisition system) were implemented as part of anupgrade to the electronic warfare capacity of the F-4.

Restored F-4B/N RIO instrument panel, after the Shoehorn project, whenDATA LINK, AIMS and VTAS modifications were implemented in 1967. Notethat the threat display panel is a later version used in the IsraeliAir Force F-4 Phantoms, and that a second clock is mounted in the holeof the Digital Display Indicator, above the Command Target AltitudeIndicator.

In the early F-4B Phantoms, the rear co*ckpit did not have anyflight controls. At some stage, before 1965, a dual control kit wasinstalled (throttles and flight stick) in the rear co*ckpit and thelayout of the instrument panel was changed to the layout as depictedin the 1965 TDDR-50 trouble shooting manual (see image above) toinclude tachometers, turn and bank indicator, vertical velocityindicator and an accelerometer. The F-4B Phantom from which thisparticular panel was removed did first have this dual control kitlayout and therefore dated from before 1965. The F-4B was converted toF-4N after Shoehorn and installation of the AN/ALR-45 system, whichrequired modification of the rear RIO instrument panel to that shownin the picture above. However, the electrical wires and connectorsthat connected to the Turn & Bank, Rate of Climb, Accelerometer andleft and right Tachometer indicators that were deleted from this panelwere not removed from the aircraft and are still connected to dummyconnectors at the back of the instrument panel.

Request for F-4 Phantom parts for panel restoration &flight simulator purposes

For the restoration of an F-4B/N panel I am looking for left andcenter GLARESHIELDS. Images of these parts are shown below in theinstrument close-up section. I am also looking for the take-off andlanding and the AMCS BIT edgelit data plates for my rear F-4B/N RIOinstrument panel. Many people are trying to restore F-4 Phantom panelsor co*ckpits and they are always looking for instruments and parts. Soif you have any F-4 Phantom instruments, control boxes, data plates,throttles or other parts available, please contact me at aviation@watergeek.eu if youhave any parts available. You might help a collector finding justwhat he needs to complete his co*ckpit restoration project or flightsim project.

F-4 Phantom avionics - co*ckpit instruments and control panels

In the overview of co*ckpit instruments and control panels below, Ihave tried to include electrical pin connections (pinouts) foroperation of the instruments and for lighting purposes. I am not surethough if these are the same for all versions of indicators shown, soI cannot give any guarantees that it may work for your particularinstrument and you would have to test it at your own risk.

I would like to thank Henry (a link to his F-4D web site is givenbelow) for providing me with information on how to light up some ofthe instruments (pin connections for ground and +5 V). The othersources I had for this information are the Technical ManualTO. 1F-4C-2-13, Maintenance Instructions Electrical Systems USAFSeries F-4C, F-4D, F-4E and RF-4C published under the Authority of theSecretary of the Air Force, 1 June 1967 (Change 4, 1 July) and the F-4Phantom Trouble Shooting manuals (McDonnell TDDR-50 Series).

I would appreciate receiving additional information on pinconnections of the instruments listed. I would like to give completedescriptions of the electrical connections for each instrument, as Ihave already done for the Artificial Director Indicator and otherinstruments below.

A note on F-4 Phantom instrument lighting

According to Alex, who did 15 years of avionics maintenance on theGerman F-4F Phantom. the C-160, the Bell UH-1D, etc., there wereseveral instruments that were not integrally lighted on earlier US andinternational F-4 Phantoms, as was common in the F-104 Starfighter andother fighters of the early 1960s. These instruments included theclock (e.g. Waltham A-13A used in the German F-4F) , VSI,G-meter, engine instruments such as the tachometer and nozzle positionindicators with the "closed" position on the left). These instrumentswere lighted by UV-A light supplied by floodlights in the co*ckpit. Thepointers and dials of these instruments were painted with fluorescentpaint that would light up brightly when exposed to UV light. Ageing ofthe fluorescent paint often causes yellowing of the pointers and dialsof the externally lighted instruments. Most of these instruments werelater replaced by more modern, integrally lighted versions(e.g. the Waltham A-13A clock by an Aerosonic ABU9/A clock madeunder a Waltham license that was used in Turkish F-4 Phantoms). LaterF-4B Phantom models had integrally lighted instruments, which meansthat (mostly red coloured) lights were built in into the housing ofthe instrument and power was supplied to the connector on the back ofthe instrument both for its operation and instrument lighting.

How to light an instrument

For most of the Phantom instruments with integral lighting, I haveprovided pinout connections below. Power required varies between 5 V,14 V and 28 V AC. For the indicators dimming of lights was achievedthrough a integral auto ligthing transformer with an output of 0-5 VAC. The image below shows the forward co*ckpit instrument and emergencyred flood ligthing diagramme of the the F-4D Phanthom (McDonnell,1966. TDDR-50 Troubleshooting manual, V.2, Sec. 5.). The pinouts forlighting ar indicated as well as the voltages.

Forward co*ckpit instrument and emergency red flood ligthing diagrammeof the the F-4D Phanthom (McDonnell, 1966. TDDR-50 Troubleshootingmanual, V.2, Sec. 5.).

Before connecting, please do check if the pin connections givenbelow are for lighting of your instrument and what the requiredvoltage is. You can test the latter to some extent by measuring theresistance over the pins. The resistance of commonly used 5 V lightbulbs is typically 1.5-2.5 ohms, whereas values of 7-9 ohms are for 14V lighting and 19-21 ohms indicate 28 V power. In rare instancesyou'll measure 67 ohms, which is for 114 V lighting.

Be awarethat some instruments have the ground pin connected to the instrumenthousing/airframe. Be careful that you don't connect the +5 V powerline to the ground pin in this case. Your indicator will light butyour power supply may be short-circuited when you connect more thanone instrument in your panel...

Overview of F-4 Phantom indicators and panels

Below are close-up shots of common indicators and control panelsused in the F-4B and RF-4B Phantom II. Note that there have been agreat variety of gauges used and this section just shows those imagesthat were available to me. Thanks to everybody who contributedimages!

Indicators and warning lights
Click here to viewconnector pin lay-out (Amphenol MS/TP MIL-C-26482, 18-32 insertarrangement connector)	This is the Lear Siegler Inc. (Instrument Division, Grand Rapids,Michigan, USA) ARU-11/A Artificial Director Indicator (ADI). It issimilar in appearance and electrical connections as the Lear SieglerInc. ID-1144/AJB-7 ADI and both were used in the various Phantomtypes. It sits in the center of the main pilot's panel and receivessignals from remote units. The heading, pitch and roll can be movedusing synchros. Pin connections are: A=Ground, B=115 V- 400 Hz,F=Heading-x, G=Heading-y, H=Heading-z, J=Glide-slope-flag+,K=Glide-slope-flag-, P=rate-gyroscope-power-warning-flag+, R=rate-gyroscope-power-warning-flag-, S=glideslope-pointer+ ,T=glideslope-pointer-, U=vert-ptr-flag+, V=vert-ptr-flag-,W=horiz-ptr-, X=horiz-ptr+, Y=vert-ptr-, Z=vert-prt+, a=pitch-x,b=pitch-y, c=pitch-z, d=roll-x, e=roll-y, f=roll-z, g=lighting (5 V),h=lighting (GND), C,D,E,L,M,N and j not used.
C-8109/A C-8160/A C-8898/A C-10311/A with LORAN Power MSC pin HSI pin Function GND a y,z power ground 0-5 V d x Int. lighting p AA NAV light s BB DL light s CC ILS light n DD MAN light q EE TAC light FF TGT light r GG UHF light	Horizontal Situation Indicator Collins Radio Company (Cedar Rapids, Iowa, Manufacturer's code 13499)AF/A24J-1 Horizontal Situation Indicator (HSI). Sits in the center ofthe main pilot's instrument panel below the ADI and receives signalsfrom remote units (central air data computer, etc.). Another versionused was the ID-1411/ARN from Collins Radio Corp. (Cedar Rapids,Iowa). The instrument has two sockets for its electricalconnections labelled 1J1 (56 pins) and 1J2 (41 pins amplifierconnector). Several synchros control the movements of the variousindicator parts. I will only list the light connections here. Integrallighting (connector 1J1): x= ground, y= 5 V AC/DC. Mode word lights(1J1, voltage unknown, 28V???): z= ground, AA= Nav, BB= DL (leftside), CC= ILS, DD= MAN, EE= TAC, FF= TGT, GG= UHF and HH= DL (rightside). Contact me for moreinfo on pinouts. Information source: TDDR-50 F-4D trouble shootingmanual (1967) and pers. comm. Mr. A. Leaver. Mode Selector Control (MSC) panels The MSC is utilised by the electronic central to control informationfrom the TACAN and ADF subsystems to be displayed on the pilot'snavigation instruments. The BRG/DIST switch is used to controlinformation displayed on the HSI bearing pointer and distancecounter. The MODE switch controls the operation of the flight directorcomputer, which processes the data for the mode selected for displayon the HSI and ADI. Five versions are shown here, all made by CollinsRadio Company (USA, DSGN Act. MFR code 13499). I do not know if the3-mode switch panel (C-8109/A) was used in F-4 Phantoms. The (R)F-4B,(R)F-4C, (R)F-4D, (R)F-4E, (R)F-4F, F-4K and F-4M Phantoms initiallyhad the 4-mode (C-8160/A) switch. After upgrades, the (R)F-4C/D/E/Nand F-4J/S models had the 6-mode switch (C-8898/A), including DL andILS modes. Some of the F-4C/D/E/F Phantoms were later(?) upgraded withthe C-10311/A panel, which was also used on the F-4G (Wild Weasel)Phantom II. LOng RAnge Navigation (LORAN-D tactical navigationsystem AN/ARN-92) was installed in at least 20 RF-4C aircraft,requiring a modification in the navigation mode control selector panelas shown in the lower image.
Horizontal Situation Indicator schematics and pinouts Synchros are often used to drive instruments but the forces involvedare not sufficiently strong to move the cards in the horizontalsituation indiator. The signals that drive the compass and pointercards in the HSI related to the course and heading settings positionare therefore amplified by a separate amplifier unit installed abovethe aft end of the pilot's left console. This unit incorporates fouridentical servo amplifiers, being the course command servo amplifier,the bearing servo amplifier, the compass servo amplifier and theheading command servo amplifier. These amplifiers are connected togenerator and motor units that drive the cards in the HSI. Theschematic diagramme of the F-4B Phantom (and later aircraft) flightdirector group horizontal situation indicator below details the pinconnections to and from the HSI and between the HSI and the servoamplifiers (Source: F-4D Phantom TDDR-50 Troubleshooting Manual,1967. Vol. 5, p. 7.1.5).

	ID-818B/APN-141(V) radar altitude indicator, manufactured by93738. This radar altimeter is displayed in the F-4B/N and F-4J flightmanuals. A red "low altitude" warning light is mounted next to theindicator on the pilot's panel below the true airspeed gauge. To lightthis instrument connect pin L to ground and pin K to 0-5 V AC orDC. The ID-1760/APN-194(V) Radar Altitude indicator, manufactered byMinneapolis-Honeywell Regulator Co., Aeronautical Div. Minnesota, issimilar but has the low-altitude warning light on the face plate ofthe indicator. This radar altitude indicator was used in the F-4J/Saircraft.
	ID-1304/APN-141(V) radar altimeter indicator, manufactured by93738. This radar altimeter is rather similar to the above but has thezero altitude at the twelve o'clock position. It may have been analternative for the indicator above. The red "low altitude" warninglight is mounted next to the indicator on the pilot's panel below thetrue airspeed gauge. To light this instrument connect pin L to groundand pin K to 0-5 V AC or DC.
	Alternative radar altimeterID-1162/A/APN-159 used in the RF-4B (and RF-4C, D and E) aircraft.Pinouts are: A= 15 V AC altitude coarse synchro x, B= synchro y, C=synchro z, D= 15 V AC altitude fine synchro x, E= synchro y, F=synchro z, G= +20 V DC remote stdby control, H= +20 V DC remote ONcontrol, J= GND, L= 0-5 V AC lighting, M= GND, P= 28/14 V AC 200 ftwarning light, R= GND, U= +28 V DC BIT lamp relay control, W= GND, X=+20 V DC BIT switch and servo amp, Y= -20 V DC On-OFF-STDBY flag, Z=-20 V DC On-OFF modulator driver bias, a= +28 V DC system powercontrol, b= +28 V DC fail safe flag operation, c= +28 V DC relays andservo amp, d= 28 V AC motor excitation, g= +20 V DC BIT sensitivitycheck, h= +20 V DC XMTR power check, j= +20 V DC XMTR frequency check(Source: McDonnell Douglas RF-4E (GY) Aircraft TDDR-50 Series TroubleShooting Manual, Vol. 2, 1970).
	Conventional pressure-type altimeter type MC-3, used in the F-4B,manufactured by Kollsman Instrument Corporation, USA. Lighting: 5 V atpins B and C.
AAU-19A/A servoed counter-drum-pointer altimeter (Bendix Instrumentsand Life Support Division, Davenport, Iowa, USA). Used in aircraft153780ac and up, and all others after AFC 388, instead of conventionalMC-3 pressure altimeter. Barometric input is used in both standby andnormal (servoed) modes. In standby mode, altimeter functions as aconventional pressure altimeter. In normal mode, if indicatedbarometric pressure altitude matches true pressure altitude fromcentral air data computer system (ADCS), no correction is made. Ifthere is a difference, a synchro overrides the barometric mechanismand positions the pointer to true altitude. The indicator has a 24pins connector, pins numbered from 1-24. Pinouts are as follows(source TDDR-50D F-4D trouble shooting manual vol. 5): 2 = 115 V AC,400 Hz, 3 = 115 V AC return, 4= 0-5 V lighting, 5= 0-5 V lightingreturn (GND), 14= chassis (GND), 15= 26 V AC, 400 Hz (for servo), 17=servo y, 18= servo x, 19= servo z, 20= vibrator +28 V DC, 21= vibratorGND. Resistances between servo xyz pins are 80-90 ohms. Below is thealtimeter page from the F-4D Aircraft TDDR-50 Series Troubleshootingmanual (McDonnell Product Support Division, 1966. Vol. 1).
Pioneer - Bendix Corp. airspeed and mach numberindicator shows airspeed at low speeds and includes Mach number athigh speeds. Both readings are indicated by a single pointer movingover a fixed airspeed scale from 80-800 knots and a rotatable Machnumber scale graduated from Mach 0.4 - Mach 2.5. A movable bug isincluded as a landing speed reference and can be positioned by theknob on the face of the instrument. The indicator utilises correctedstatic pressure source from the ADCS, which eliminates the need forinstrument position error correction. To light connect pin A toground and pin C to +5 V.
Specialties,Inc. (Syosset - New York (MFR code 78423) or Charlottesville -Virginia (MFR code 10639)) ARK-10A/A24G-8 angle of attack (AOA)indicator. Two identical looking indicator versions but withdifferent pinouts exist, an older one with MFR Part No. SLZ9081 (before T.O. 1F-4C-4-842), usedwith AOA sensor SLZ9170, and a later one with MFR Part No. SLZ9421(after T.O. 1F-4C-4-842). Note that the ARK-10B indicator of the F-4S has a scale from 0-42 units, ratherthan the 0-30 units of the ARK-10A indicator displayed here. The AOAsystem uses a 3-wiper potentiometer probe transmitter (SLZ9170) tomeasure the angle of attack. One of these potentiometers drives theindicator, whereas the other two are connected to the CPK-71/A24G-25Central Air Data Computer. The system includes the AOA indicator(SLZ9081, SLZ9421), indexer lights (see below), approach lights and astall warning vibrator (rudder pedal shaker). The system provides thepilot with visual indication of the AOA to realise optimumperformance, especially during approach and landing. AOA settingsare: optimal climb rate 5.5. units, max. endurance 8.5 units, stallwarning 21.3 (drooped ailerons) - 22.3 units (non-drooped ailerons)and approach on speed 19.2 units. Pinouts for ARK-10A/A24G-8 SLZ9421,with a 26 pins connector are (source: F-4D aircraft TDDR-50 Seriestrouble shooting manuals Vol. 5, 1967): A= AOA transmitterpotentiometer 0 kohm input, B= AOA transmitter potentiometer 2.7 kohminput, C= AOA transmitter potentiometer wiper arm input, pin Dexternally connect to pin E, F= approach index light (HI AOA), K=approach index light (MED AOA), H= approach index light (LO AOA), M=output to stall warning vibrator (switches to GND), N,P= +28V DCinput, R,T= GND input, S= +28 V DC input approach index light relays,U= light 0-5V input. SLZ9081 also lights with pin T= GND and pin U=+5V AC/DC and I suspect that pinouts are identical to SLZ9421.
	AOA indexer lights (Grimes Division, Spec. NA 5-78183, P/N20020) mounted on left and right hand sides of the windshield (frontco*ckpit). These present landing approach AOA information byilluminating symbolic cut-outs with landing gear down. Lower symbollit at fast airspeeds, upper at slow airspeeds. The "shoot" light wasinstalled in F-4N, F-4S (and F-4J after AFC506) aircraft. Itilluminated when radar lock, range and aspect requirements to atarget were met and all switches properly set for launch of theselected air-to-air missile (thanks Bob for the information).
	Remote standby attitude indicator (SAI, 2" size, typeMS27150-1, Sperry Phoenix Co., Div. Sperry Rand Corp., USA). Attitudeinformation is supplied by the AN/AJB-7 system and is limited topitch and roll. After AFC 478, a gyro fast erect switch wasimplemented on the main panel for increasing the erection rate ofboth attitude indicators. Pin connections are presumably the same asfor the ID-1448A/A SAI (verify resistances): A= GND, B= 114V 400Hz,D: Roll x, E: Roll y, F: Roll z, J= flag (to common pulls), H: Pitchy, P: Pitch z, R: Pitch x. The indicator has 5 V lighting on pins Kand L (measured resistance about 2 ohms).
	Pioneer - Central Division of Bendix Corporation (Davenport,Iowa) vertical speed indicator (VSI). Located on the main pilot'sinstrument panel. It shows the rate of ascent or descent of theaircraft and is so sensitive that it can register changes in the rateof gain or loss of altitude that are too small to cause noticeablechanges in the altimeter readings. It is connected to the correctedstatic pressure system of the airplane. A failure of this system(STATIC CORR OFF warning light illuminated) may result in slightlyerroneous vertical velocity indication. Internally lighted - red lighting.

	Accelerometer, scale -4 to 10 g. Stand alone instrument. ThePhantom used the ABU-4/A made by Pioneer - Central Division of BendixCorporation (Davenport, Iowa). Internally lighted - red lighting.
	The 8-day mechanical clock. Internally lighted ABU-9/A or ABU-11/A clocks,among others made for McDonnell by Waltham Aircraft Clock Corp.(Ozark, Alabama), Wakman Watch Co. (New York) and Aerosonic Corp.(Clearwater, Florida), were used in the F-4C, D and E.
	ABU-5/Aclock with internal lighting (red, pin A: GND, pin B: 5V AC/DCpower). Manufacturer: Waltham Aircraft Clock Corporation. Clocks used on the F-4C werethe ABU-9/A and the ABU-11/A (made by: Aerosonic Corp. (Clearwater,Florida).
	Compass, magnetic pilot's standby. Manufacturer Airpath InstrumentCompany, MS17983-2. Lighting mounted on face, 28 V DC. Each co*ckpithas one of these installed in a small panel on the canopy sill. Theirlocations and electrical connections are shown in the F-4D AircraftTDDR-50 Series Troubleshooting manual (McDonnell Product SupportDivision, 1966. Vol. 1).
	Airesearch Mfg. Div. of Garrett Corp. AVK-14/A24G-8 True airspeedindicator on pilot's and RIO instrument panels. Calibrated range ofthe system is from 150-1500 knots TAS. The system is not reliable atlow airspeeds and may indicate 60-180 knots while the aircraft ismotionless on the ground. True airspeed outputs are produced from thesignal of the total temperature sensor of the ADCS by routing thissignal though a potentiometer driven by one of the Mach numberfunction cams. Mach number is translated to true airspeed. Pinout: A=28 V DC, B= 28 V AC (synchro), C= synchro z, D= synchro y, E= synchrox, H,F= GND, G= 0-5 V light (source: McDonnell, 1967. TDDR-50 SeriesF-4D trouble shooting manual. Vol. 5.).
	Fuel quantity gauge from Honeywell, Minn. USA. Fuel status ismeasured by capacitance (Z) changes in sensors in the wing andfuselage fuel cells. Pinouts: A= GND, B= FUS LO-Z, C= 0-5 V AC/DClighting, F= 115 V AC (phase C), H= COMP LO-Z, K= WING LO-Z, L= GNDlighting, M= HI-Z. Wing tanks empty: 96.8 pF (UUF) between WINGS LO-Zand HI-Z, fuselage cells 2,3,4,5 and 6 empty: 154.1 pF (UUF) betweenHI-Z and FUS LO-Z (Source: McDonnell Douglas (1970). RF-4E(GY)TDDR-50RE Series Trouble Shooting Manual).
Fuel flow electrical diagramme (McDonnell, 1966. F-4D TDDR-50D Troubleshootingmanual. V. 4, Sec. 4.)	Bendix Corp. (Montrose,Philadelphia) fuel flow gauge. To light this instrument connect pin Ato ground and pin E to +5 V. A different version with straight, longindicator needles is shown in the F-4J and F-4S flight manuals.
Tachometer electrical diagramme (McDonnell, 1966. F-4D TDDR-50D Troubleshootingmanual. V. 4, Sec. 4.)	General Electric ERU-5/A engine tachometer indicator, also calledthe RPM gauge. System consists of the indicator and a J-79-GE-x jetengine-driven two-pole tachometer generator (Mod. no. 32164-015, MSPart no. MS25038-4) that produces a variable 3-phase alternatingcurrent (21 V AC at 4200 RPM calibration speed) that is used toindicate the percentage of maximum engine rpm. Two phases of thetachometer generator are connected to pins A and B, whereas the thirdphase is connected to ground (GND). The system is self-contained andneeds no external power, except for lighting. Pinouts: A,B= tachometergenerator leads (to A,B pins on tachometer generator), C,E= GND, D=0-5 V AC/DC lighting. The tachometer generator is on the lowerleft front side of the J-79-GE power plant (Source: McDonnell Douglas(1970). RF-4E(GY) TDDR-50RE Series Trouble Shooting Manual).
Penn Airborne Penn Airborne Lewis Engineering Co. Consolidated Airborne Systems, Inc. General Electric EGT electrical diagramme (McDonnell, 1966. F-4D TDDR-50D Troubleshootingmanual. V. 4, Sec. 4.)	Two exhaust gas temperature (EGT) indicators are located on thepilot's panel. The gauge indicates the temperature of the exhaust gasas it leaves the turbine unit during engine operation. The electricalsignal is generated by dual loops of 12 K-type Chromel - Alumel(Cr/Al) thermocouples, that have an operating range of -200 to 1200°C. One loop is used for engine temperature control, the otherloop connects to the indicator and feeds it with a small voltage thatdepends on the thermocouple temperature. The indicator is of anull-seeking potentiometer type, balancing the thermocouple voltageagainst a constant voltage source with a small servo thatsimultaneously balances a bridging circuit and operates thepointers. Different versions of EGT indicators were used in the F-4 Phantom.The upper two indicators are both made by Penn Airborne Products Co.and only differ in the colour of their "off" flag. The third one wasmade by the Lewis Engineering Co., Naugatuck, Connecticut, whereas thefourth one was made by Consolidated Airborn Systems, Inc. (CarlePlace, N.Y.) and had a flag moving in front of the "off" text, ratherthan small window in which the "off" flag turned up. The fifth EGTindicator is made by General Electric. The electrical diagramme forthe EGT measurement system is shown in the TDDR-50 image on theleft. Pin connections are: A: Al thermocouple wire (negative lead) B: Not connected C: 115 V 400 Hz D: Cr thermocouple wire (positive lead) E: 0-5 V AC or DC power supply for lighting (red light) F: Ground (0 V) for both indicator and lighting power supply G: Not connected The connector is an Amphenol Matrix MS/Standard Mil-C-5015cylindrical connector. Click here foran image of the pin layout obtained from the Amphenolcatalogue. A crude test to check if the instrument is OK can be done by measuringthe resistances between pins E-F (about 2 ohms for 5 V lighting) andpins C-F (150-160 ohms). The General Electric EGT indicator differsfrom the others in that the resistances between pins C-F (indicatorpower) and E-F (lighting) are 88 ohms and 16 ohms, respectively. Thelatter may indicate that lighting voltage for this indicator is at 12V, or even 28 V instead of the usual 5 V, which would give a measuredresistance of about 2 ohms. The EGT indicator can rather easily be used in flight simulatorprojects by applying small voltages (K-type thermocouple sensitivityis about 41 μV/°C) to thermocouple connector pins A and D tosimulate temperature readings.
Nozzle position electrical diagramme (McDonnell, 1966. F-4D TDDR-50DTroubleshooting manual. V. 4, Sec. 4.)	Two exhaust, or Jet nozzle position indicators made by GeneralElectric Company (Instrument Department of Industrial ElectronicsDiv., West Lynn, Massachusetts) are located on the main pilot'sinstrument panel. These show the exit area of the exhaust nozzle andenable the pilot to make a comparison of nozzle position betweenengines. They are also used to establish relationships between nozzleposition, exhaust gas temperature, and throttle settings. The nozzleposition indicator is driven by a 500 ohm potentiometer controlled bynozzle feedback linkage. The upper image (courtesy of Andy) shows the early version, used inNavy F-4B aircraft (shown in the 1975 F-4B/N flight manual) and USAFF-4C, F-4D and F-4E aircraft (and the F-104). Minimum nozzle area isindicated at left and instrument is lighted by UV floodlight. Thesecond image is a later version with the closed nozzle position nowindicated at right. Internal red lighting. Pinouts: A= nozzle positionpotentiometer wiper arm (0-500 ohm), B= nozzle position potentiometer500 ohm lead, C= +28V DC, D,F= GND = 0 ohm nozzle position tensiometerlead, E= 0-5 V AC/DC lighting (Source: McDonnell Douglas(1970). RF-4E(GY) TDDR-50RE Series Trouble Shooting Manual).
	ID-808/ASQ Remote UHF Channel indicator, manufactured by CollinsRadio Company (Cedar Rapids, Iowa). To light this instrument connectpins j to ground and pin k to a 0-5 V AC power source.
	Wheels warning indicator light. Illuminates when the wheels are upand the flaps are down.
	Master caution indicator light.
	Fire/Overheat warning light, image courtesy of Dale.
	Fire test button. Tests the circuitry as well as the indicatorlights.

In addition to these gauges, indicator lights and switches, there arethe following control panels on the main panel (list not yet complete).

Control panels on main pilot's instrument panel
	C-8109/A Control, mode selector panel (Collins RadioCompany). Controls functioning of the Horizontal Situation Indicator(Early version). Light at pins q or r (GND)and pin d (5V).
	Feed tank check and take-off checklist data plate. Note: this is areplica and I am still looking for an original...
	Landing checklist data plate for an F-4B and low altitude (radaraltitude system) warning light (red).
	Radio call sign data plate.
	NAVY version of the missile status panel, also constructed by MasterSpecialties Co., USA. It also has two extra indicator lights("selected") for the right and left wing stations. The panel has asticker from the Beeline project indicating that it was first used inan F-4B that was later converted to F-4N. The 8-position rotaryjettison switch in the F-4E version of the missile status panel isfrom Cole Instrument Corp. (est. 1965), USA. The F-4B has an earliertype of switch with a plastic button (shown here). Lighting for theedge light panel: A ground, E 0-28 V AC
Missile status and missile control panel operation: The"inboard wing" jettison position's function (L.WING and R.WING groupof lights) varies with different model Phantoms but was originallydesigned to jettison AIM-7's mounted on the inboard wing stations(AERO-7a pylons) of Naval Phantoms. The F-4B Missile Status Paneltherefore has extra lights in the center groups where the black coversare positioned for this Air Force F-4E model. The extra F-4B lightsread SELECT and were illuminated (green) when the AIM-7 radar guidedSparrow air-to-air missiles had tuned to the continuous wavetransmitter frequency. The TK light came on whenever a 600 galloncenterline fuel tank was installed. When TK was illuminated, neitherof the two forward AIM-7's could be fired or jettisoned because theywould collide with the tank. Their "tuned" status (indicated by thegreen SELECT light) also could be monitored until the tank wasjettisoned or the missile fairing circuit breaker pulled. When AIM-9Sidewinder missiles (up to four) are carried on the inboard wingstations, the green SW light is illuminated for the particular missilethat is next in the firing sequence. If that missile was "bad", i.e.,it gave no audio tone when an IR source should have been detected, thepilot could step to the next missile in the sequence by hitting themomentary HEAT REJECT switch located on the Missile and Bomb Controlpanel until he got to a good missile. The amber READY lightsilluminate when the respective AIM-7's are tuned and the missileARM/SAFE switch on the Missile and Bomb control panel is in the ARMposition or if HEAT is selected (meaning the trigger will fire anAIM-9) and the ARM/SAFE switch is in ARM. The inboard station lightswere not used on the Air Force aircraft as their MAU-12 inboard wingpylons were nuclear weapons capable but not AIM-7, so the select lightwas removed from the missile status panel (thanks Bob for theexplanation). The bomb control panel has a protected centerlinestation switch and the Low Altitude Bombing System (LABS)switches.
F-4B/N Missile and Bomb control panel with main power, HEAT REJECT andARM missile control switches.

F-4B pedestal panel

F-4B Pedestal panel, center console containing the rudderpedal adjustment mechanism (model R1068M1), 2 oil pressure gauges(right: MSI7996-2, General Aero Products Corp., Copiaque, USA andleft: Bendix Corporation, South Montrose, PA, USA), 3 hydraulicpressure gauges (right and center: Bendix Corporation, SouthMontrose, PA, USA and left: MSI7996-1, General Aero Products Corp.,Copiaque, USA) and one pneumatic pressure indicator (BendixCorporation, South Montrose, PA, USA). All indicators are autosyns.It seems that the Bendix and General Aero gauges were interchangeableand were used both at the same time.

Rear co*ckpit F-4B/N RIO instruments and panels
	F-4B/N airspeed and mach number indicatormade by Kollsman InstrumentCorporation. Unlike the airspeed and machnumber indicator in the main pilot's panel,this indicator is not internally lighted andis shown with its lighting mounted to thefront.
	F-4B/N bearing - distance - headingindicator (BDHI) made by Collins. Theindicator shown is a prototype and islabelled AN/ASQ-19(XN-1), rather than theusual ID-663/U, from the AN/ASQ-19 IntegratedElectronic Central. The later versions havethe distance indicated on the right side ofthe dial, rather than on the top. TheID-808/ASQ Frequency Channel indicator alsobelonged to the same system. The instrument isnot internally lighted and is shown with itslighting mounted to the front.
F-4B/N AN/ALR-45 radar warning receiver antenna Band Disable Panelmounted on the rear co*ckpit RIO's instrument panel.
F-4N Phantom co*ckpit lights and Data Link controlpanel mounted in the rear co*ckpit foroperation by the RIO. The panel allowedtesting and controling the intensity of thewarning, equipment and instrument lights, butalso operated the mode of theBearing-Distance-Heading (BDHI) indicator andthe operation of the radar data link. Thispanel was installed in F-4B Phantoms after theBee-line service life extension update toF-4N, as indicated by a sticker on the rearside of the panel.

F-4 Phantom pilot's flight control stick grips and transducer

Three different versions of the F-4 Phantom pilot's flight control stick grip and one of the rear co*ckpit RIO grip with indications of the functions of the various switches on the grips (Sources: Chief of Naval Aviation, 1975. NATOPS Fight Manual Navy Model F-4J and F-4S Aircraft. NAVAIR 01-245FDD-1.; Secretary of the U.S. Air Force, 1975. GAF Series F-4F Flight Manual. GAF T.O.1F-4F-4-4.) The pilot's flight control grip is mounted on the TR-174/ASA-32D motional force pick up transducer unit, which forms an integral part of the pilot's flight control stick and includes an emergency disengage disc switch. The F-4 Phantom pilot's grip is quite similar to the B8 grip (Type B-8-A), but lacks the hand-rest feature of the B8 grip. In addition, the push-button nose gear steering / heading hold cutout switch at the lower end of the F-4 Phantom grip was only added when the target slave and acquisition switch was introduced after AFC500. The pinouts for F-4 Phantom pilot's grip assemby 22-AR2M19 and motional force pick up transducer (65-MT223; MT) are given below (source: McDonnell Product Support Division, 1966. F-4D Troubleshooting manual TDDR-50D, Vols. I-V). The motional force transducer provides input to the Automatic Flight Control System (AFCS). If the pilot's forces on the grip exceed a limit the AFCS disengages. Schematic of the B-8-A grip connector pin layout. Four-way lateral (aileron-spoiler control) and longitudinal (stabilator control) trim switch: grip A (right wing down), B (nose up), C (left wing down), P (nose down), E (common) / MT M (right wing down), E (left wing down), L (nose down), F (nose up), T (Common) (F-4D TDDR-50D Vol. III, p. 1.1.3; 1.2.3). Bomb and centerline stores release button: grip T,S / MT W,P; Trigger switch: grip H,N / MT E,N; F-4N/F-4B after AFC 500 Nose gear steering / heading hold cutout button: grip L,K,F / MT pins H, J, c (F-4D TDDR-50D Vol. V p. 10.1.3) F-4B before AFC 500 - Nose gear steering / heading hold cutout button; F-4N/F-4B after AFC 500 - Target slave and acquisition switch; F-4D - InFlight Refueling Boom release button: pins G,D / MT d, K (F-4D TDDR-50D Vol. I, p. 1.10.6) Additional pins on the motional force pick up transducer are pins h pickoff sec gnd; g pickoff sec; R roll force sw; X force sw GND; a pickoff pri 28 V AC, phase A; b pickoff pri GND; j pitch force sw; k, m pilot's emergency disc switch; S, Z pilot's emergency disc switch (F-4D TDDR-50 Vol. V, p. 10.1.3; 10.2.3). A more complex pilot's flight control grip (Part no. 1680-00-446-9191 MF), produced by Rocker Industries in Harbor City, California, was introduced in the F-4S Phantom. It has the same 17-pin connector and pin conficuration as the B-8-A grip. However, this grip has a second four-way weapon select switch next to the trim switch on top of the grip with markings GN, SP, SS and SW (pinouts not yet determined). Paul Swearingen from 3D Stick & Rudder Throttle Grip and Accessory Solutions, who designs and produces custom-made grips for aircraft, verified the above pinouts with a B-8-A grip (S/N 5200-875200, D/N 53C 4719, G-56679) removed from an F-4 Phantom. The trigger switch on the B8 grip can be a single-stage or two-stage actuation switch. With two-stage actuation the first stage operates on pins J and H and the second stage additionally connects pins J and N and pins H and N. The B-8-A grip was also used on other military aircraft such as the F-86 Sabre, F-100 Super Sabre, F-101 Voodoo, F-102 Delta Dagger, F-104 Starfighter, F-105 Tunderchief and the A-10 Thunderbolt II aircraft.

RF-4B Radar scope and viewfinder
	IP-710/APQ-99 azimuth - range indicator that was installed in the RF-4B (and RF-4C and RF-4E Phantoms).
	LA-313A Viewfinder, installed in the RF-4B forward co*ckpit next to the IP-710/APQ-99 azimuth - range indicator (image courtesy of Mr. R. Hill).

Starboard side console control panels
Lighting: edge lights: A 0-28 V AC, B ground, landing gear positionindicators D 0-5 V AC, E ground. Pilot's leading edge flaps indicatorD 0-5 V AC, E ground. Pilot's trailing edge flaps indicator D 0-5 VAC, E ground.	Left vertical panel. This is for an F-4B (or F-4S) Phantom.The USAF F-4E has boost pump indicators instead of wing trim andrudder position indicators and a different position of the flapsposition indicators. Wheel and flaps position indicators from thePenn Keystone Corp, Connecticut, US. Wing trim and rudder positiongauges from Bendix, stabiliser trim gauge from General Electric.
	Front co*ckpit intercommunication station (LS-460B/AIC) forcommunication with RIO. Made by Collins Radio Company. Also used inF-14 aircraft.
	Front co*ckpit F-4N Auxiliary Armament controlpanel with Dog fight CMPTR, Coolant Controland CAMERAS switches/lights. The hole in the panel is for the STEPS UP/DOWN button. This panel wasinstalled during the F-4N Bee-line servicelife extension project at NORIS Naval AirRework Facility in 1977 and replaced a simplerpanel without dog fight or cameras switchesthat was used in the F-4B (and USAF F-4Phantom aircraft) before the upgrade of NavyPhantoms.

Port side console warning lights and controlpanels
	Generator control and master caution reset panel.
	Control Temperature Mag. Amp. made by Garrett ManufacturingLimited (Canada). Part of the co*ckpit air conditioning system.Has a temperature control knob and a manual override switch, that isselected when the automeatic system fails.
	C-7042/ARN-91 tactical air navigation (TACAN) control box.
	System DCK/212/A24G- 46 compass system control panel, LearSiegler Inc., Mich. USA
	Identification Friend or Foe (IFF) control panel used in theearly F-4 Phantoms and shown in the RF-4B manual image above
	Selective Identification Feature (SIF) control panel,manufactured by Jackson Electrical Instruments Co. Used in the earlyF-4 Phantoms and shown in the RF-4B manual image above
	C-9451/ARC-159(V) control panel for the KY-28 voiceencryption system.
	ECM and SAM audio volume control (ECM: ElectronicCounterMeasures, SAM: surface-to-air missile). Electroniccountermeasures include electronic jamming and electronic deception.

Links to other F-4 Phantom sites

• A good account of what flying an F-4 Phantom with VF-151 wasduring the Vietnam war is given by John "Cat" Cheshire on his veryinformative and entertaining www.flitetime.net website.
• The Pixelpushers-Incweb site: Specialised in animation including very realistic F-4 Phantomand F-104 Starfighter 3D models. They build 3D models or virtualenvironments for multimedia projects, movie, animation, video game,magazine, website, 3D simulator, accident reconstruction, productshowcasing and any other project which requires a 3D representation ofan object or surrounding. Check it out!!!
  
• The Phantom II Societyweb page
• JoeBaugher's F-4 Phantom II page Most comprehensive F-4 encyclopedia onthe web for all F-4 models.
• Michel's F-4 Phantom web site:Lots of F-4 images.
• Uwe Steenweg's web site dedicated to the 5057 F-4 Phantoms ever build,includes a forum, image galleries, links and lots of otherinformation....
  

Other links

• X-Plane fromLaminar Research: a powerful flight simulator has the most realisticflight model available for personal computers. A pro is that it worksunder windows, MacOS and Linux and even includes MARS scenery!!! Demosare available on the web site.
• www.flightparts.combuys and sells military aircraft parts from 1950 to current airplanes.Located in the USA and does not export...
• www.flight-manuals-on-cd.comis maintained by a collector who has a huge collection of flightmanuals on CD for sale, including those for the RAF F-4 Phantoms.
  
• Airliners.net:commercial aviation center with lots of images
• AircraftResource Center: walk-around images of a huge number of aircraft
• Simviation flightsimulator site
• eFLIGHTMANUALS:Leader in CD-based flight manuals for the military Warbird community
• Essco Aircraft:Flight manuals for sale...
• Site listing information about US Military Aircraft
• The AMARCexperience: Military aircraft storage center in Arizona.
• Joe Baugher'shome page provides USAF aircraft information, tail number listings and other useful military aircraft information.

For comments, information or otherwise, please contact me bye-mail at aviation@watergeek.eu.

Webmaster:M. Waterloo
Counter set to zero on 25November 2004.
Last modified: Mon Apr 18 11:31:06 BST 2022