Firebird Phantom bares its teeth
Welcome to this latest edition of our Workbench blog and all the news, updates and modelling exclusives from the fascinating world of Airfix.
The subject of our latest update feature is a true icon of Britain's post war aviation heritage, an Anglicized development of a classic American aircraft, the awesome and incredibly popular McDonnell Douglas F-4 Phantom. Viewed by many as one of the most important aircraft types of the entire 20th century, the Phantom would be operated by air forces across the world, however, outside the US, only the Royal Navy would fly these beasts from the deck of an aircraft carrier at sea.
As we prepare to welcome what will be just the fourth release from our relatively new 1/72nd scale McDonnell Douglas FG.1/FGR.2 tooling, we will be taking this opportunity to throw our modelling tribute to Britain's Phantoms into the Workbench spotlight once again and in some style. Clearly, a subject of this magnitude requires something a little special when it comes to the production of box artwork, so this time, we will be showcasing not one, but two new pieces of Phantom artwork, both of which feature the same aircraft in the domain where it ruled supreme. In addition to this, we will be unlocking the secrets behind the three new scheme options which will be gracing the release of this latest kit, which represents British Phantom schemes from throughout the aircraft's service career.
A review subject which will no doubt be of interest to thousands of our readers, we are delighted to confirm that we will be on UK Phantom time this weekend.
Ten-ton budgie becomes a 'Firebird'
The second of two beautiful new pieces of artwork produced in support of what will be the fourth release from our 1/72nd scale McDonnell Douglas Phantom FG.1/FGR.2 tooling.
For an aircraft type which is still held in such high regard by modellers and aviation enthusiasts alike, it can be a little confusing to learn that the adoption of the Phantom by Britain's armed forces only came about after a lengthy period of political indecision and the cancellation of some exciting indigenous aviation projects. Secured at a time of great national austerity and significant political upheaval, we could even be forgiven for thinking that neither the Fleet Air Arm, nor the Royal Air Force actually wanted America's highly regarded Phantom and how many at the time actually regarded it as very much a back-up procurement.
With its connection to the failure of the indigenous Hawker Siddeley P.1154 supersonic VSTOL fighter project and the subsequent cancellation of both BAC TSR.2 and the intention to purchase US General Dynamics F-111K strike fighters, the British adoption of the Phantom got off to something of a turbulent start, even though McDonnell Douglas were more than confident about the capabilities of their aircraft, one which crucially, was already successfully in service.
Sending examples around the world in the hope of securing lucrative export orders, the Royal Navy had already started warming to the idea of the US jet, following the visit of a Phantom to RNAS Yeovilton, even before the cancellation of the Hawker Siddeley P.1154 project. With the Navy becoming admirers of an aircraft which they were confident would meet their needs, the UK Government placed an order for ‘British’ versions of the Phantom to equip the Fleet Air Arm, leaving the RAF to struggle on with P.1154 and TSR.2.
The subsequent cancellation of both Hawker Siddeley's P.1154 and TSR.2 would later still leave the Royal Air Force without their intended replacement aircraft for their ageing Hunter and Canberra fleets. As Britain was now already committed to buying modified versions of the Phantom for UK service, it made financial and logistical sense to further increase this order with additional aircraft procured specifically for Royal Air Force service. This being the case, it would probably be fair to say that the RAF were initially less than enamoured at the prospect of having the Phantom pressed upon them, however, this magnificent aircraft would go on to prove hugely successful in British service and become much loved by those who operated them.
The Phantoms destined for British use (not including the 15 F4J(UK) aircraft purchased later) were very different to any other Phantoms, which made them something of an aviation curiosity across the world. Presumably to plicate those still seething about the cancellation of several high profile indigenous aviation projects prior to the purchase of Phantom, Britain insisted that their aircraft be optimised for UK service, with the most significant difference being the adoption of Rolls Royce Spey engines. This resulted in a re-design of the engine bays and rear fuselage and the adoption of larger air intakes, auxiliary intake doors to the rear of the aircraft, larger flaps and a folding nose radome. The Navy’s Phantoms would also employ an extendable nose wheel oleo, which allowed it to have a greater angle of attack immediately prior to launch, helping the aircraft blast into the air and giving the Britain's Phantoms a particularly aggressive profile.
Rendered images of the new Phantom circulated at the time of announcement clearly show how the tooling supported both the FG.1 and FGR.2 variants of the aircraft.
All British Phantoms were based around the US Navy’s F-4J variant, however, the FGR.2 destined for the Royal Air Force was required as a multi-role aircraft from the outset, an effective air defence platform, which could also perform both strike and reconnaissance roles. As all the RAF's Phantoms would be operated exclusively from land bases, some design features incorporated into Fleet Air Arm Phantoms would not be required on their FGR.2. From an externally visible perspective, these included a shorter, modified nose wheel, the adoption of non-slatted horizontal stabilisers, a fixed radome nose and the omission of the Navy’s launch catapult hooks.
They did, however, retain the arrestor hook of the naval machines and the ability to fold their wings. Electronic, navigation and radar fit were all slightly different to support RAF operations and the FGR.2s were also capable of carrying a SUU-23/A 20mm Vulcan gun pod, usually a single pod carried on the belly centreline station, or an EMI Reconnaissance pod carried on the same pylon.
The Royal Air Force would eventually operate more than double the number of Phantoms procured for the Fleet Air Arm and following the withdrawal of HMS Ark Royal, would also take over the operation of remaining former Royal Navy Phantoms as well. With the aircraft going on to see 24 years of exceptional service whilst wearing the famous British roundel, the Phantom represents a particularly fascinating period in British aviation history and whilst the nation decided to go American in filling this vital role, this particular import would prove something of a winner. Britain's Phantoms proved to be Cold War warriors of some aviation repute.
Telford debut for the Airfix Phantom
New models on display at Scale ModelWorld 2016, with the Phantom taking top billing.
With British Phantoms still enjoying an enduring popularity within the scale modelling hobby, we knew we were backing a winner when we decided to embark on this new tooling project back in 2015, but could hardly have been prepared for the unbelievable response we received following its announcement. Launched on the Airfix stand at Scale ModelWorld 2016, when the cover was removed from the test build model we were displaying, there were actually cheers from those in attendance, with several people heard to shout 'Yes' - if we had any reservations about our choice of subject, they were immediately dispelled.
Following release of the new kit, initial supplies of the new Phantom disappeared faster than an actual Fleet Air Arm FG.1 launching from the deck of HMS Ark Royal and repeat runs of the kit had to be placed in order to keep up with demand - it appeared as if the enduring popularity of the British Phantom had not diminished over the years. This latest release will be only the fourth from this popular tooling and includes options to construct either the FG.1 or FGR.2 variant of British Phantom.
Let's take a closer look at the three appealing finish options which will be included with this latest Phantom release.
If your thing is British aviation history, this stunning image will no doubt prove irresistible to you.
Delivery of British Phantom FGR.2s destined for the Royal Air Force began during the summer of 1968, with all aircraft being received by October of the following year. Every one of the RAF's Phantoms initially passed through No.23 Maintenance Unit at RAF Aldergrove, which can boast quite a history with regard to Phantom operations, as at one time or another, every single one of the RAF and Fleet Air Arm Phantoms passed through the Aldergrove site, either for service acceptance preparation, repair, re-paint or upgrade. The first RAF unit to receive the Phantom was No.228 Operational Conversion Unit at Coningsby, which would be responsible for training aircrew in how to operate this beast of an aeroplane, and one which would go on to enjoy a successful service career.
During the height of the Cold War, the RAF upheld their commitment to the defence of Europe by maintaining a large military presence in Germany, including at its maximum strength, no fewer than six squadrons of Phantoms. Often operating at lower altitudes and in the strike/reconnaissance role, these mighty Phantoms wore a striking camouflage scheme, which many enthusiasts think looks much more aggressive than the lighter colours which would later be used on air defence machines. Replacing Canberras and Hunters in both the strike/attack and reconnaissance roles, many of these RAF aircraft were stationed close to the borders of the Warsaw Pact nations and were at a heightened state of readiness, in what must be considered one of the most dangerous periods in world history.
The first dedicated Phantom reconnaissance unit in Germany was No.2 Squadron, who were originally stationed at Brüggen, but quickly moved to Laarbruch, where they would stay until returning to the UK in 1976. It's also interesting to note that only around thirty of the RAF's FGR.2 Phantoms had been configured with the full reconnaissance wiring package to allow them to carry the EMI Recce Pod, so it could be argued that not all the RAF's FGR.2s were actually 'R' capable.
Profile and full scheme artwork for this striking 'Firebirds' Phantom.
Back in the UK, Phantoms were engaged in performing the equally vital role of airspace defender and it quickly became apparent that the aircraft was eminently more suitable for this task than the English Electric Lightning the RAF were also using in this role, as long standing patrols over the North Sea were well within the capabilities of the Phantom. As RAF Germany began to replace Phantoms with the SEPCAT Jaguar, so their Phantoms returned to the UK to take over the air defence role vacated by the diminishing numbers of Lightnings still in service, but with the Tornado F.3 scheduled to take over this role, the days of the RAF Phantom would also soon be numbered.
By 1991, Britain's Phantom force had been reduced to just four remaining squadrons, all of which were based at RAF Wattisham in Suffolk and all under notice of impending retirement. Nos 92 and 19 Squadrons disbanded first, leaving just 56 and 74 Squadrons to commemorate the glorious history of the Phantom in British service. By the time of a final photocall event at Wattisham in July 1992, most of the remaining Phantoms sported coloured tails, black for No.74 Squadron and red for the 'Firebirds' of No.56 Squadron, with XV470 being particularly well presented. This aircraft sported an aggressive looking sharkmouth nose, clearly indicating that this particular RAF Phantom had no intention of going quietly.
Phantom XV470 was delivered to the Royal Air Force in the spring of 1969 and would go on to enjoy a successful 23 year career representing several squadrons. Ending her career with No.56 Squadron at Wattisham, it's thought that she received her distinctive sharkmouth markings somewhere between the beginning of 1991 and the summer of 1992 and following her withdrawal from service, she was flown to RAF Akrotiri, where she would serve as a BDRT airframe.
Scheme B - McDonnell Douglas Phantom FG.1 XV582, Aircraft flown by Wing Commander John Brady and Flight Lieutenant Michael Pugh-Davis, No.43 (Fighter) Squadron 'The Fighting Cocks' as part of their successful air speed record flown between Land's End and John O' Groats, February 24th 1988.
For the Phantom purists amongst our numbers, there is only one thing we need to say about this particular scheme option - 'It's Black Mike in an earlier guise!' Now one of the best loved preserved former RAF aircraft in the country, 'Black Mike' has become something of an aviation legend and for many enthusiasts, has come to represent the era of the British Phantom in spectacular fashion. A long-time resident at the former Northern QRA airfield at Leuchars in Fife, ‘Black Mike’ enjoys such iconic status amongst the UK enthusiasts community that the aircraft played a prominent role in the RAF’s centenary commemorations at the 2018 Cosford Airshow, where it was the undoubted star of their impressive static display, even though she made her final flight many years ago.
Phantom FG.1 XV582 saw service exclusively with the RAF, making its first flight in early 1969 and delivered to No.43 Squadron 'The Fighting Cocks' later that same year. Once in Royal Air Force service, this magnificent aircraft appeared determined to make a name for itself, eventually becoming arguably the most famous of all the British Phantoms. Her list of noteworthy achievements included the fact that she was the only FG.1 variant to serve with No.228 Operational Conversion Unit and became the first Phantom to exceed 5000 flying hours.
Phantom FG.1 XV582 was also the aircraft used in the record breaking ‘Land's End to John O’Groats Run’ on 23rd February 1988, when this impressive fighter covered the 590 mile distance in just 46 minutes and 44 seconds, posting an impressive average speed of over 772 mph in the process.
Full scheme details for this record braking Phantom which would go on to be regarded as one of the most Famous in British service.
With the impending disbandment of No.43 Squadron looming large, the unit's commanding officer had been giving some thought as to how he could bring the Phantom era of the 'Fighting Cocks' to a fitting end, whilst at the same time generating some positive PR for the wider Royal Air Force. A number of options were considered, however, when it was discovered that no airspeed record currently existed between the two furthest points on the UK mainland, this was the challenge they just had to take on.
With UK airspace restrictions forbidding supersonic flight over mainland areas unless operationally required, the attempt could only make use of short supersonic 'hops' over the Bristol Channel and the Irish Sea, however, the Phantom managed to cover the 590 mile distance between the two points in just 46 minutes and 44 seconds, a record which still stands to this day. Interestingly, Phantom XV582's flight hours clock would tick over the 5000 hours mark whilst engaged on this high-profile record breaking flight.
We can't talk 'Black Mike' and not show this beautiful artwork once again - is it any wonder why we live British Phantoms!
No.43 Squadron would be disbanded at RAF Leuchars in July 1989, with all its remaining Phantoms, including XV582, transferring across the airfield to the care of No.111 Squadron from that date, which is where this particular air defence Phantom would take on the persona of 'Black Mike'.
Phantom XV582 made her first flight from the McDonnell Douglas production facility airfield at St Louis on 11th January 1969 and would become one of the twenty FG.1 aircraft which were produced for, but never saw service with the Fleet Air Arm, but were instead delivered direct to the Royal Air Force. She would only serve with three units during her career, Nos.43 and 111 Squadrons, in addition to time with No.228 Operational Conversion Unit, but in each case, always calling RAF Leuchars her home.
All Phantoms originally destined for the UK were primarily procured to serve as a fleet defence fighter for the Royal Navy, replacing the highly distinctive but outdated De Havilland Sea Vixen in this role. It was decided that the British machines would be powered by the Rolls Royce Spey engine for a number of reasons, not least because they would give a valuable power increase to these aircraft destined to operate from the relatively short decks of Britain’s carrier fleet. Although on the face of it this seems like quite a logical decision, the adoption of these engines required some significant modifications to the rear fuselage of the British Phantoms to be made, which included enlarged engine bays, a re-designed rear fuselage and larger air intakes at the front of the aircraft, all of which gave the British Phantoms a unique appearance.
When taking into consideration the additional drag caused by these modifications, the additional power provided by the Rolls Royce engines did have some beneficial impact on the overall performance of the aircraft, but perhaps not as much as initially envisaged. What the decision did do was to make British Phantoms look very different to the rest of the Phantoms in world service, making them something that little bit special and arguably the most attractive of them all, although I suppose we Brits would say that, wouldn't we!
The initial Royal Navy order was for an impressive 140 Phantoms, all of which were intended to be operated from four aircraft carriers, two refitted existing vessels, plus a further two new vessels to be constructed specifically for the task. Unfortunately, a continuing period of national austerity dictated that this mighty force would never be realized and with the subsequent government cancellation of the two new aircraft carriers and a further decision not to upgrade all the existing ships, this ambitious Phantom order would ultimately be slashed to just 48 aircraft.
The Royal Navy received their first F-4K Phantoms (British designation FG.1) in April 1968 and immediately began flying trials with their new aircraft, in preparation for embarkation on HMS Ark Royal, the first vessel to be re-fitted to accept this beast of an aeroplane. That first operational embarkation occurred in 1970, when twelve Phantoms of No.892 NAS landed on Ark Royal as part of her air group and began a short, if glorious period of British Phantom operation at sea.
Having taken delivery of their new Phantoms, the next few years must have proved rather depressing for members of No.892 Naval Air Squadron. Having initially thought that they would be the first in a mighty naval force of 140 Phantoms, subsequent budgetary cuts and almost constant requirement changes actually led members of the squadron to believe that they would be the last fixed wing aircraft squadron in the Fleet Air Arm, a development which was marked by their adoption of the Omega symbol on the tail of their aircraft, the last letter in the Greek alphabet.
This 'zapped' Royal Navy Phantom will make for an interesting finish option for our latest British Phantom build project.
During her final cruise in 1978, HMS Ark Royal visited the massive US Naval base at Oceana, Virginia, the world's largest naval base at that time, and disembarked her Phantoms to the care of the recently reformed VF-171 'Aces' Replacement Air Group Squadron. In US Navy parlance, student aircrew and those working up to operational deployment were assigned to RAG units and the visit of the Royal Navy's Phantoms was certainly viewed as a big deal to all at the station at that time.
Always an opportunity for some inter-service shenanigans, before the Phantoms left to rejoin their home carrier, a couple of them had benefitted from several special additions to their appearances in honour of their visit, including XV590, which came in for particular attention. Courtesy of VF-171's corrosion control department, not only did she sport large VF-171 squadron patches on either side of her fuselage, she also had her British roundels modified to resemble inter war US Navy insignia, and had her Royal Navy titles defaced to read 'Colonial Navy' - the cheek of it!
Apparently, the station commander at NAS Oceana was less than pleased with the work of his RAG unit team members, however, the incident was taken in the right spirit by HMS Ark Royal and No.892 NAS, who were probably already planning a revenge attack on the next US aircraft they came across.
Following her Fleet Air Arm service, Phantom FG.1 XV590 was transferred to the Royal Air Force and as far as we can ascertain, would spend the entirety of her RAF service in the colours of No.43 Squadron, the famous 'Fighting Cocks' Squadron. She was still wearing these colours when photographed disassembled and looking in a very sorry state in a Glasgow scrapyard in 1992.
If ever there was an Airfix box which screamed 'Build me, or else', this surely has to be the one!
With our British Phantom continuing to be one of our most popular kits, we know that this latest release will find favour with many Workbench readers, but with three interesting scheme options to choose from, which one is going to get your vote? We suspect the unusual markings of the lead scheme and the inspiration provided by the stunning box artwork representation of it will prove too difficult a temptation to refuse for many, but with 'Black Mike' not in its famous scheme, but still being famous, this too may prove difficult to overlook. If in doubt, you could always go for a US Navy British Phantom, now wouldn't than be an interesting option, however, please don't forget to add those all-important VF-171 zaps!
We are afraid that's all we have for you in this latest edition, but we will be back next Friday with more project development updates and the very latest Airfix kit exclusives. In the meantime, we are always keen to hear your views on all things Airfix and in particular, any thoughts and opinions you may have regarding our Workbench blog. If you would like to drop us a quick line, could we please ask that you use our workbench@airfix.com email for all correspondence.
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