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Aviation History
1987
1987 - 0311.PDF
Phoenix reborn: The Luftwaffe's F-4F modernisation The first McDonnell Douglas F-4 Phantom II took to the air some 30 years ago. Since then roughly 6,000 have been built, and it is estimated that at least 2,500 to 3,000 are still in service. It can be confidently predicted that at least half of this number will still be flying by the turn of the century. Many different models have been produced since the first F-4A left the line, but the exceptional quality of the basic aerodynamic design is borne out by the fact that the outward appearance has changed very little. Even the latest model looks big, ugly, and powerful, or, as a USAF pilot said, "looks as if somebody slammed the hangar doors on it, doesn't it?" With a certain reluctance, but with the full knowledge that the F-4 was the best fighter readily available in the West, the Luftwaffe decided in the late 1960s to order it to fill a gap in air-to-air and air-to- ground capability. Originally a different aircraft was supposed to see service, replacing the F-104G Starfighter in both roles. This was the ill-fated US/FRG V/Stol multi purpose fighter, which eventually fell victim to the costly Vietnam Conflict and the resulting trend in the USA to cut the R&D budget for non-essential hardware. This aircraft would indeed have been a mighty fighting machine, but with hind sight it seems doubtful whether this ambi tious project could have been brought to full fruition without very protracted delays, given the state-of-the-art in the FLIGHT INTERNATIONAL, 2 May 1987 The West German Air Force considers that operating the F-4 Phantom until 2000 is viable—if the radar and avionics are upgraded. Stefan Geisen- heyner reports on the Phan tom's upgrade programme. 1960s. On the other hand its cancellation had unexpected benefits. It forced the Europeans to initiate the MRCA programme, producing today's Tornado. As it turned out, the Luftwaffe never regretted its acquisition of the F-4F. The aircraft proved to be a highly reliable workhorse. The accident rate was the lowest ever, particularly compared with that of the F-104G, though the ratio of flight hours to maintenance hours left much to be desired. The cause of that, from the outset, was the avionics suite, including the radar, communications, and nav/attack system. Thus, even by 1975, it had become necessary to consider a combat efficiency improvement programme (CEI). This joint GAF/USAF programme, code- named Peace Rhine, was initiated in 1976. MBB performed the necessary work, Above Updated Luftwaffe F-4F Phantoms will be able to carry radar-guided missiles for the first I time which was concluded in 1984. Its slow progress resulted from Nato operational requirements which did not allow the withdrawal of entire squadrons at a time from active service. The Luftwaffe's 175 F-4Fs are now fitted with a digital weapon computer and a greatly improved cockpit display system featuring TV screens instead of radar- scopes. Above all, the aircraft's systems are able to launch and control modern electro-optic weaponry such as the TV- guided AGM-65B Maverick and the IR AGM-65D Maverick, which are slated for introduction into Luftwaffe service. Although these improvements have greatly helped to increase the Phantom's combat value, they have not fully resolved the core problems. For that, a new nav/attack system, including radar, had to be provided. This depended above all on the available budget, but also on the avail ability of suitable off-the-shelf hardware. Since neither was in sight when the programme was begun in 1976, Peace Rhine was considered as the first step in a modular building-block concept, on to which new systems could be grafted when the opportunity arose. The moment came in 1983, and the Luftwaffe issued a tactical requirement demanding a further CEI programme. This included the provision of a new radar with long-range surveillance, look-down shoot-down capability, autonomous target identification features, and the ability to operate in and to counter the expected 35
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