F-4E Manual

Contents

1. Introduction
2. Cockpit Overview
3. Systems Overview
4. Weapons & Stores
5. Jester
6. Crew Chief
7. Normal Procedures
8. Emergency Procedures
9. DCS
10. Abbreviations
11. Imprint

This document is available online, as PDF version, embedded in-game as offline website and can be contributed to as open-source project at GitHub.

Introduction

Dear Reader,

we are proud to present to you the Heatblur Simulations F-4E Phantom II for Digital Combat Simulator. We’ve spent years of development and countless hours of research to bring you the most in-depth recreation of this legendary aircraft ever made. You will be able to fly your Phantom both as a pilot and WSO, alone with the JESTER-AI - your own WSO AI - or in multiplayer together with a friend.

But not only did we recreate the Phantom’s flight model, systems, avionics, radar, RWR and weapons delivery faithfully, we also tried to innovate our approach to flight simulation in general with the module, laying important groundwork for our future modules and as always trying to push the boundaries of flight simulation just a little bit further. From small quality of life improvements like being able to write on your canopy, to an interactive crew chief, our Phantom also utilizes our next-gen components based simulation framework - the aircraft is simulated as a connection of thousands of individual components. From an instrument needle to control surfaces, each component influences the state of the aircraft and even comes with its own wear and tear. From simulating accurate power draw from the power source to the smallest light bulb and all the nodes along the way, from hydraulic fluid which moves the hydraulics which in turn move the flight surfaces all the way to a mass physics based model - things now happen naturally, influenced by each other, and not scripted anymore. Whether that means that unstable power draw may cause a lamp to flicker, or that you can deploy your landing gear in case of a failure using gravity, or that correct and incorrect use of the aircraft influences the wear and tear of each single component individually - we never before attempted a simulation as deep as with the F-4E Phantom II. The DCS: F-4 represents some of the most immersive cold war fighter jet simulation available!

Such innovation and in depth simulation will present an increased learning curve for users. This is why it was important for us to also innovate on the side of learning tools available to you, starting with this manual, so that our modules are accessible to the casual simmer and aficionado alike. You can open the manual in flight, and read along, but better still, you can click any switch (with an input combo) in flight and the manual will open in the correct chapter, explaining the switch or system in the cockpit, all while you are bolting through the air in your thunderous jet. We also changed the underlying structure of the manual to move to an open source model. This will allow the community to easily contribute via GitHub, as two heads (or thousands of them) think better than one. As an added benefit, readability for the mobile version will be greatly improved as well. We have hyperlinked many items for you, providing easy navigation between cockpit diagrams and system overviews. Also featured in the manual are numerous checklists and procedures, and a "Lessons" section, which is planned to be featured with the Early Access Release of the Phantom. The fully written out lessons will complement the flyable training missions. The training missions are now tailored to be learned together with the written lesson in the manual, you will be able to revert steps in the training mission, able to read along and pause (no more restarting for missed items). With all of these features at your disposal, you will be able to adequately prepare yourself for your training. And best of all, during your training you will be instructed by real life F-4 pilots and a real life F-4 WSO Instructor! Who else could teach you better?

We hope you will enjoy both learning and flying the F-4E Phantom II - dive as deep as your heart desires. For this exciting journey we wish you good luck and many fun adventures, and of course: always check six!

In the name of the entire Heatblur Team,
Nicholas Dackard, Heatblur Simulations, CEO and Founder

Definitions

Should an acronym, such as DSCG be unclear at any point, look it up in the exhaustive list provided at the Abbreviations chapter.

The following symbology is used throughout this manual.

General

Checklists

Historical Background

1953-1958: Development Phase (F3H to AH-1 and F4H)

Mockup of the F-4 with AIM-7 Missiles

The developmental onset of the F-4 Phantom II began in the aftermath of McDonnell's loss in the US Navy's 1953 Day Fighter Competition - the victor of which was the Vought F8U. Choosing not to rest on failure, McDonnell representatives canvased the Navy Bureau of Aeronautics, a number of operational commands, the office of the Chief of Naval Operations, and any pilot or maintainer willing to discuss the state of current naval aviation.

After nearly a year of analysis and design work - including a full scale mockup, the design of what they would classify as a general fighter took shape. The potential of a general fighter aircraft, rather than the specialized focus preferred by the Navy at the time, was rooted in the success of the F3H-1 Demon in threading of that very needle.

F3H-1 Demon

The Demon had been built as design in opposition of the F4D Skyray in the interceptor role. As the Skyray proved its supersonic superiority during the development cycle, McDonnell expanded the F3H Demon's capabilities to include respectable air to ground armament to justify its place in the limited carrier compliment when compared to the F10F Jaguar and F7U Cutlass, which were also undergoing development at the time.

Ultimately outfitted with the AIM-9 Sidewinder and AIM-7 Sparrow - the latter giving the F3H a beyond visual range capability the Skyray could never boast, and topping out with the ability to carry and deliver 6,000 lbs of air to ground ordnance, the Demon out-measured its competitors in combat potential, even when it came in second on paper for raw performance.

Beginning with the intention to grow out the Demon as the baseline airframe, a set of engineering evaluations were performed including both single and twin engine configurations with different wings. The two most promising data sets- twin-engine builds of the type designated the F3H-G and F3H-H powered the General Electric J65 and J79 respectively, replaced the original Demon wing with a 45 degree swept wing.

Particular focus was paid towards making the new aircraft multi-mission capable, running a wide gamut of potential operations: day or all-weather attack, photo recon, day or all-weather interception with a Sparrow-compatible radar, electronic warfare, and a two seat strike coordination configuration. Experimentation with this wide-ranging design intent went so far as to include a novel interchangeable nose and cockpit arrangement, allowing airframes to be reconfigured within a matter of hours for a given mission set with the necessary systems fit for the crew.

While the Navy showed little interest in the nose replacement capability, the bottom line numbers from the F3H-G and -H investigations got their attention. On paper, they were capable of reaching Mach 1.52, and an eye-watering Mach 1.97 at 35,000 feet, respectively.

By October of 1954, Navy Bureau of Aeronautics (BuAer) had evaluated similar unsolicited proposals from Grumman, Douglas, and North American, and provided McDonnell with a $38 million dollar contract for two flying examples of the Demon follow on - internally designated as the AH-1.

McDonnell F3H-G mockup; US Navy photo

AH-1

Two months later, the Navy threw McDonnell a curveball, directing the type to be stripped of the air to ground fitment, and focusing on the all-weather interceptor role in a single seat configuration, with the finalization for this change in role being formally announced in April of 1955.

The changeover was, in some quarters, considered catastrophic - over time forcing the removal of the planned internal gun, and stripping all of the hard-points, save for the recessed Sparrow fuselage wells and a centerline tank position. At this point, the determination of the J79 as the power plant was finalized with the Navy's desire for a Mach 2 interceptor. Further, the determination of a two-man crew as also put in place by the Navy - like McDonnell's own research, success in the faster, longer ranged interception environment showed the utility of a second man to handle the scope.

However, it wasn't a done deal. BuAero had been keeping conversation with Vought at the same time, and in mid-1955 detailed a fly-off between the two competing firms for the new interceptor role; this time pitting McDonnell's AH-1 contender with an outgrowth of the already in-service Crusader: the F8U-3.

F4H (F-4A)

Redesignated the F4H (or also F-4A) in the intervening two and a half years leading into the late 1958 fly-off, McDonnell's Phantom II would trade substantial blows with Vought's Crusader III during the Navy Preliminary Evaluation. Whereas McDonnell's design entered the flight testing phase a month prior (and nominally entered engineering almost a year ahead of Vought's entry), the benefits of Vought carrying over much of the prior Crusader's aerodynamic profile appeared early in the comparison. The Crusader III was first to reach Mach 2 in flight testing, shown capable of reaching higher top speeds during the Navy preliminary evaluation, and noted for having more refined airframe handling in most regimes.

F-4H aboard the USS Independence in 1960; US Navy photo

But as the Evaluation continued, it was found that McDonnell's Phantom II countered the Crusader III where it mattered: in combat capability. The Navy wanted a Mach 2 interceptor, not an overgrown daylight fighter.

The F8U-3's integration of the Sparrow was found lacking versus that of the Phantom, having surrendered an AIM-7 against the F4H due to aerodynamic performance concerns. Of even greater concern for the interceptor role - as McDonnell had previously found internally, the pilot overhead to manage the AN/APG-74 radar installation in the Crusader III while in combat was found to be too high to maintain effectiveness, whereas the back-seater in the Phantom II could reliably acquire situational awareness on the radar and maintain track locks for engagement while maneuvering.

McDonnell's F4H, while having more raw flying qualities, could fight as the Navy needed it to. Further, as the firm had continued developing its air to ground potential at the request of the Navy, even as they repeatedly altered the program goals - the Phantom II, like the Demon before it, justified its existence in the carrier compliment in all fights, not just the long range interception role. And so on December 17th, 1958, the Navy Preliminary Evaluation board announced its findings and the winner of the fly-off: McDonnell's Phantom II.

1958-1963: A Navy Interceptor with Multi-role Pedigree (F4H to F-110 and F-4)

The US Air Force was not oblivious to the Phantom II's development, as the Navy having asked for the air to ground capability be revisited gave McDonnell a point of entry. While the Air Force entertained McDonnell representatives in discussion about a new ground attack airframe, the service actually had interest in the Sparrow-dealing F4H as a replacement for the F-106.

The Air Defense Command requested an evaluation in 1961 known as Project High Speed, which once again proved the Phantom II superior to a challenger in the interceptor role. In light of the findings, Navy offered a bombing demonstration for Air Force representatives of the Tactical Air Command, making special note of the successful air to ground trials with the Phantom's multiple ejector racks - a capability the USAF lacked. With Air Force policymakers, members of Congress, and even General Curtis LeMay in attendance during this demonstration series - with a VX-5 F4H-1 accurately delivering twenty-two 500 lb bombs in spectacular fashion, the stage was set for a Navy/McDonnell tactical aviation coup.

F-4E Phantom II of the 347th Tactical Fighter Wing airdropping six 500-lb Mark 82s

The inauguration of the Kennedy administration in January 1961 didn't hurt matters; Kennedy brought in former Ford Motor Company president Robert McNamara as Secretary of Defense. With an eye for optimization - sometimes to a fault, the performance of McDonnell's F4H was seen as a standout to capitalize upon in light of the administration's new conventional doctrine of "Flexible Response"; no longer would nuclear deterrence be the primary backstop of the US' promise to NATO.

While McNamara desired for the Navy's A-7 and the Air Force's F-111 to fulfill tactical bombing roles for both services, the two airframes were at least five years out to operational capability; the Phantom existed, provided outstanding performance immediately, and could quickly raise the desired 50% increase in conventional force structure the White House expected for the Air Force. Pressure from all sides - the White House, Congress, McDonnell, and foreign interest, ultimately defeated the USAF's resistance to an airframe "not made here", and by January 1962 the USAF's budget had Phantoms on order from the Tactical Air Command; the Air Defense Command, which had started the Air Force's investigation into the Phantom, would be left with the F-106.

F-110 Spectre

Designated for a time as the F-110 to fit in with the Air Force's Century Series as a matter of service pride, McDonnell's Air Force Phantom went into motion. An initial delivery of Navy-configured F4Hs were provided for training and evaluation later that year, with the first flight of a true F-4C taking place on May 27th, 1963 - the universal service designation system converting the F4H-1 to the F-4B in September of 1962.

F-4B and -C

Reconfiguration of the Phantom II for the USAF was expedient, with the focus being on service-compliant alterations. These included altering of the landing gear system for higher speed field operations, the addition of dual flight controls, an anti-skid implementation, and conversion to boom refueling compatibility.

Further changes included the addition of the LN-12 inertial navigation system, conversion to the APQ-100 radar with air to ground specific functionality, and a cartridge starting system for field use without a compressed air cart in combination with an internal battery.

This F-4C configuration would be the first Phantom used during the USAF's involvement in Vietnam, beginning in December of 1964.

1965-1974: Backtracking with Haste - Vietnam (F-4D and F-4E)

F-4B dropping bombs over Vietnam; US Navy Photo

The Phantom's initial deployments to Southeast Asia delivered a number of firsts - the first officially confirmed MiG-17 kill with the AIM-9 Sidewinder (on July 10th, 1965), and the first US air-to-air shootdown of a MiG-21 (April 26th, 1966). Unfortunately, the Phantom was also the victim of the first US loss to a SAM in Vietnam (July 24th, 1965), and the first US air-to-air loss from a MiG-21 (October 5th, 1966).

With the initial teething problems of the type out of the way - including alterations to the wing fuel cells and internal wiring, the Phantom was found to be a capable, reliable airframe for the Air Force. Even the missing gun had been worked around to some degree, with the integration of the SUU-16 and SUU-23 external cannon pods.

F-4D

The in-production upgrade to the Air Force's first Phantom - the F-4D, would include a multitude of quality of life improvements: the APQ-109 radar with air to ground modes, the ASN-63 internal navigation system, the ASQ-92 release computer, and the APX-80 "Combat Tree" IFF system. Further additions would include automatic fuel transfer and a new sight, the ASG-22. Combat survivability would be reinforced with the APS-107 RHAW and ECM pod compatibility, along with new ejection seats. Yet, the service's desire to put its own "made here" flourish on the type continued, inauspiciously culminating in the integration of the AIM-4 Falcon with the F-4D model.

AIM-9 vs AIM-4

Used on the F-102 Delta Dagger and F-106 Delta Dart, and considered by some to be a reasonable competitor to the AIM-9 Sidewinder, Air Force leadership believed the AIM-4 Falcon could be installed in replacement of the Navy's short range round with no loss of capability; this was quickly found to be a mistaken premise.

While the AIM-9B had limited maneuvering restrictions for launch and acquisition like other short range infrared missiles of its generation, it was substantially more reliable in use; the Falcon's cooling implementation could only maintain the required seeker temperature for a short time once activated, and could not be turned back on once the cooler timed out, while the un-cooled 9B could remain available indefinitely.

Sidewinder acquired far more rapidly - in many instances in less than two seconds, versus the six to seven seconds required for the Falcon.

Worse still, the AIM-4 was a hittile - its fin-contact triggered fuzing required direct target impact for the missile's warhead to detonate, whereas the AIM-9 carried a proximity fuze; any Sidewinder that got close to its target was a threat to kill.

F-4D of the 435th TFS over Vietnam

With initial F-4D deliveries to the 8th TFW in May of 1967, the performance of the new configuration was quickly met with derision. The employment envelope was too small compared to the Sidewinder, the lead time too long, and the weapon far too unreliable to put into practice in the dynamic maneuvering environment of air combat as it was waged in Southeast Asia.

The failure of the Falcon to succeed not only served to reaffirm the quality of the Sidewinder in comparison - and also highlighting the need for the service to upgrade the round as the Navy was doing, but reinforced the concern held by aircrews about the lack of an internal gun. SUU installations by this point had scored multiple victories over North Vietnamese MiGs (ultimately ending the war with 9 confirmed kills), and it was decided to rectify what many had considered the Phantom's original sin with further revision to the F-4.

F-4E

By this time McDonnell was laying down the program update plan for the F-4E, and the jet was intended to carry the M61A1 gun internally, and with it - the Hughes CORDS (Coherent On Receive Doppler System) radar. Hughes was unable to successfully deliver their CORDS system, and the Westinghouse APQ-120 radar would be selected in January 1968 as its replacement. The APQ-120 was a full solid state conversion of the APQ-109/117, re-engineered to meet the requirements of the internal cannon installation. The radar would receive changes to its mount, additional dampening, and a reduction antenna's height to fit in the smaller cavity directly above the cannon barrel assembly.

Further adjustments to the F-4E were made to improve the Phantom's lethality. Hardware deleted for Sidewinder compatibility in the F-4D was updated and returned. The ASG-26A Lead Computing Optical Sighting System was installed along with updated aircrew in-range and shoot warning cues, providing pilots with a clearer picture of the weapons envelopes of the Sparrow and Sidewinder. The updates to the Echo Phantom would not stop there; compatibility with multi-ejection racks and updates to the Weapon Release Computer to match provided further bombing capabilities, the AGM-65 Maverick was made available in both IR and electro-optical variants, the leading edge of the wings were fitted with slats for increased maneuvering potential, and the Digital Scan Converter Group interface for the APQ-120 was installed.

Unfortunately, the F-4E's initial deliveries from October of 1967 would align its operational entry with the drawdown of the US' Rolling Thunder bombing campaign over North Vietnam. The type would have to wait until 1972 to put the true extent of the jet's upgrades to the test. With the resumption of the air campaign in February of that year, the E-model Phantom II would fly thousands of missions, and in the span of seventeen months score 21 air to air kills.

Training Program Rivet Haste

Also of note was Rivet Haste - a late Vietnam training initiative in 1972 heavily influenced by two midlife updates - modification "556" and TISEO.

Prior to "556", weapons mode changes required the pilot to go hands off the throttle and look down to the release panel, cycling a number of switches to disarm various pylons and arm others; in the event of a lucky North Vietnamese bounce, or the need to swap between weapons on the fly - looking away from the threat was time-consuming and dangerous.

With the modification, a pair of override switches were added to the outboard throttle grip. The first, the "pinky" switch, placed control of the gun, Sidewinder, and Sparrow in one of three positions, while the second, on the forward face of the grip, switched weapons modes immediately between air-to-air and air to ground; the pilot would now have immediate access to his air-to-air weapons, and could swap them on the fly - never once looking down in the cockpit. This modification gave birth to the concept called HOTAS - hands on throttle and stick.

556 also included modifications to the armament panel for air to ground munitions, adding ripple release capability while reducing the number of controls required to access full ARBCS programming.

TISEO Upgrade

Further reinforcement of crew initiative was the installation of TISEO - the Target Identification System Electro-Optical, in 1974.

An F-4E Phantom II with a TISEO mounted on left wing above the blue practice bombs

Consisting of a 4x/10x camera installed in the left wing, TISEO provided visual identification of distant, radar-locked targets, enabling the AIM-7 Sparrow to be used to its full extent when combined with the APX-80 IFF system. Crews could now independently confirm two ID factors before the merge, entering the fight with more of an advantage - even if they would not be cleared to fire beyond visual range.

Coupled with the Rivet Haste training - which put experienced aircrews through a program to codify them as systems and tactics instructors (not unlike the NFWS education being given to USN crews at the same time), the students championed the modification program of the Phantom, and pushed for Double Attack (a parallel development of Loose Deuce as had been used by the Navy in Vietnam since the resumption of the bombing campaign) to become the standard for air-to-air methodology across the Air Force.

While this training was ultimately too late to have real effect, with the final halt on US bombing coming just weeks after the first Haste student crews returned to Vietnam, they would set the tone for USAF Phantom crews going forward.

1975-1991: A Cold Warrior

As the Vietnam War drew to a close, the F-4E transitioned from active combatant to cold warrior. While the F-15 and F-16 both stood on the horizon to take the premiere positions in tactical air to air and air to ground roles, the sheer depth of the Phantom's numbers across the USAF and its allies meant the F-4E would remain at the tip of the spear for another two decades.

Keeping the F-4 effective as a strike platform and air to air combatant was vital, and the E's capabilities continued to be expanded into the 1980s. Provision for the all-aspect AIM-9L and M Sidewinders would be installed, as well as the improved AIM-7F, and later, the AIM-7M Sparrow. The television-guided GBU-15, with its required data-link system, would be integrated in the Phantom beginning in 1975. To deliver additional guided munitions the F-4E would receive not one, but two targeting pod options - Pave Spike and Pave Tack.

Of particular note is the installation of the Digital Modular Avionics System, or DMAS. DMAS was a complete replacement of the Phantom's navigation computer, inertial navigation set, and the WRCS, which used LORAN (Long Range Navigation) radio signals to accurately define the aircraft's position anywhere in the world. The inclusion of DMAS provided a substantial improvement in the F-4E's navigation options and weapon release precision, and an expansion of the Phantom's delivery mode capabilities.

The F-4E would see its front line service end in the United States Air Force immediately following Operation Desert Storm, with the last remaining users of the type withdrawn from active duty service. US Air National Guard units would maintain the type until the mid-90s, with various units seeing them replaced by other types as appropriate for their respective missions and locations.

The F-4E Phantom II Today

Of all Phantom models, the F-4E was the most numerous version that has been built totalling at 1370 units.

The F-4E Phantom II is still in service at some operators across NATO including the Hellenic Air Force, the South Korean Air Force and the Turkish Air Force.

They are expected to fly at least until 2030.

Variant Overview

Beyond the F-4E, several Phantom variants have been build for various purposes.

Foreign Service: The Legacy of a Phantom

The F-4's legacy did not stop at the US border. Its performance made it of interest to many US allies of its era, and the Phantom II remains in limited service as of this writing. With the F-4E being the most numerous of the type, it was natural it would be the model with the furthest reach.

Amidst the ever-evolving landscape of military technology, foreign operators of the F-4E undertook comprehensive upgrades and modernization efforts. These initiatives were aimed at extending the aircraft's service life and enhancing its combat capabilities. The F-4E, with its powerful engines, evolved to meet the demands of contemporary warfare, solidifying its place as a venerable platform in the arsenals of its adoptive nations.

The F-4E Phantom II's foreign service was not merely a chapter in the history of military aviation but a saga that unfolded across continents and through the corridors of geopolitical power. Its adaptability, longevity, and combat prowess etched the Phantom into the collective memory of the nations that flew it, leaving an enduring legacy in the skies it once dominated.

Hellenic Air Force RF-4E Phantom II lands at RIAT 2008, UK

Israel

The first nation to receive the F-4E on export, Israel, designated it Kurnass (Sledgehammer).

Phantom would see combat with the IAF within months of delivery, seeing multiple kills in the war of attrition against Egypt and skirmishes with Syria. The 1973 Yom Kippur War would see the Phantom acquit itself spectacularly, downing 85 Arab aircraft in exchange for 5 lost in air combat. But it was the Phantoms performance as an air to ground asset that would draw the most focus from the IAF, seeing the F-4E specializing in that role as the F-15 and F-16 were made available to the nation for export purchase.

The Kurnass would ultimately receive a number of vital upgrades to keep the type viable beginning in 1987, with the installation of the APG-76 radar, a new mission computer and HUD, and the ability to deliver the Popeye air to surface missile. The IAF would ultimately receive between 212 and 222 F-4Es.

Australia

Australia would be the second import customer for the F-4E, but only on a limited time basis. Twenty-four F-4Es were provided to the RAAF on a lease basis by the United States as a stopgap measure due to delays in deliveries of the F-111C.

The F-4E would operate in Australian service for just three years, beginning in September of 1970 to 1973. Australian aircrews were impressed with the Phantom's performance for their needs, and while the US offered to let the RAAF buy the leased airframes outright, this offer was ultimately rejected.

Japan

F-4EJ Kais of the JASDF of the 8th Hikōtai taking off in 2002, US Navy Photo

With permission of the US State Department and license terms with McDonnell Douglas, Mitsubishi Heavy Industries would build the F-4E locally, designated as the F-4EJ. The -4EJ would be provided compatibility with Japanese built weapons, but the omission of the refueling probe and AJB-7 bombing computer due to treaty restrictions on the JASDF.

The -4EJ was updated as the 'Kai' in 1984, receiving the APG-66J radar and ASM-1 and - 2 anti-shipping missiles. The F-4EJ would serve Japan over 40 years, with the final examples being withdrawn in March of 2021.

Iran

First receiving the F-4E in 1971, the IIAF received 177 F-4Es through various delivered batches into the late 1970s. In the aftermath of the Iranian Revolution, now-IRIAF F-4Es saw extensive use - and numerous successes, against the forces of Saddam Hussein.

The first raid on the Osirak Nuclear Plant in September of 1980 was performed by four F-4Es, damaging the reactor and control facilities; this raid preempted the more famous IAF attack on the same facility that destroyed it permanently. In like fashion, April of 1981 saw F-4E's as the primary strike aircraft during the raid on all three airfields of the H-3 complex in western Iraq.

The conflict with Iraq came at substantial cost to both airframes and crews, with western weapons embargoes severely limiting the ability of the IRIAF to maintain the Phantom II effectively. By the end of the war, even local estimates put the available number of flyable F-4s below four dozen. While local industry attempted to revitalize the Phantom in the aftermath of the conflict, current evaluations put their total F-4 force near 60, between their remaining F-4D, F-4E, and RF-4Es.

Greece

The Hellenic Air Force's initial F-4E deliveries began in 1974, with annual deliveries stopped due to politics in 1981. The HAF's combined Phantom II force topped out at 121 airframes purchased (F-4E and RF-4E), with reinforcement stocks of former USAF jets bringing that number to is final value in the post-Desert Storm drawdown.

Upgrades by DASA to Greek Phantoms has been extensive, and was built around a similar model to the Lutfwaffe's F-4F ICE. Most notably, the HAF F-4E has received the APG-65 for AMRAAM (including a replacement digital BUS), HUD, and LITENING pod compatibility.

The HAF Phantoms have also received specific upgrades based on their intended squadron roles, with inertial navigation replacement and GPS inclusion for those specializing in the air to surface role. Greece currently retains over 30 Phantoms on active duty.

Turkey

Turkey's Phantom service has been extensive, with over 160 F-4Es procured (along with an additional 60+ RF-4Es), beginning in 1974. Deliveries of Phantoms have been both new build and former USAF, and in the mid-90s, Israeli Aerospace Industries (IAI) was tapped to bring them into the next century.

Based around a proposed upgrade program for the IAF, the F-4E Terminator 2020 deleted over 1600 lbs of excess weight from the aircraft by wiring and hydraulic system replacements, integrated the Elta M-2032 radar, a full HOTAS implementation, MFDs, a true HUD, and extensive weapons systems updates, Popeye and GBU integration, as well as the LITENING II targeting pod. The Turkish Air Force intends to maintain the remaining 30 or so airframes in service until the mid-2030s.

Germany

F-4Fs of the German Air Force in 1998, USAF Photo

Primarily an F-4F and RF-4E customer - the largest F-4 export recipient with 263 delivered overseas, Germany would purchase 10 F-4Es to be based in the United States for the type conversion of their aircrews training alongside USAF units.

South Korea

A korean air force crew chief helps a 497th tactical fighter squadron pilot into the cockpit of his F-4E during Exercise TEAM SPIRIT 1986

A long time F-4 recipient, South Korea supplanted its force of F-4Ds with brand new F-4Es beginning in 1977, ultimately purchasing a total of 103.

South Korea was the recipient of the final US built F-4 Phantom, 78-0744, in October of 1979. As of this writing, the RoKAF retains the F-4E in service, with the intention of withdrawing it in 2024.

Egypt

The final F-4E export customer, Egypt, received purchasing rights through its peace treaty with Israel and the Peace Pharaoh agreement; rather than new build airframes, Egypt received 35 former USAF aircraft.

The Phantom was ultimately a precursor towards the nation's purchase of the F-16, and went through initial difficulties in servicing by their maintenance crews. McDonnell Douglas advisors aided the Egyptian squadrons to get their operational ready rates back up to standard, and the Phantom II went on to serve the EAF into the late 90s.

F-4E Air to Air Kills

The F-4E Phantom II, an upgraded version of the F-4 Phantom series, played a significant role in air-to-air combat during the Vietnam War. Equipped with the AIM-7 Sparrow missile, a radar-guided weapon with beyond-visual-range capabilities, the F-4E had a notable advantage in engagements.

In Vietnam, F-4E pilots engaged in dogfights against various enemy aircraft. The Sparrow missile allowed them to target adversaries from a distance, contributing to the aircraft's success. Key USAF pilots, such as Steve Ritchie and Chuck DeBellevue, achieved ace status by securing five or more air-to-air victories.

The total number of air-to-air kills attributed to the F-4E Phantom II, combining both the USAF and USN, is estimated to be around 21 during the Vietnam War, including 4 MiG-19s and 17 MiG-21s. However, this figure may vary across sources. In total, F-4C/D/E Variants shot down 107 MiG jets, rewarding it the nickname "Biggest distributor of MiG parts".

Despite its effectiveness, the F-4E faced challenges in close-quarters combat due to the initial absence of an internal cannon. Modifications, including the addition of an M61 Vulcan cannon, addressed this limitation and improved the aircraft's performance in close-range engagements.

The success of the F-4E Phantom II in Vietnam solidified its reputation as a versatile and formidable fighter, and it continued to serve in air forces worldwide for many years.

a Marine F-4 Phantom II from Marine Fighter/Attack Squadron 314 firing an AIM-7 Missile

USAF

In detail, the USAF confirmed 21 kills.

Scored with the following weapons:

IAF

In combat, the Israeli Air Force downed 116 jets.

Scored with the following weapons:

IRIAF

The IRIAF shot down 83 aircraft.

Scored with the following weapons:

F-4E First Flights by Nation

The F-4 was used widely by several NATO and allied countries. Because of that it reached many first flight milestones in the various countries.

The crew of an F-4 Phantom II aircraft completes a post-flight inspection

Technical Specifications: F-4E

US F-4J airframes undergoing modification and upgrade to F-4J(UK) standard at NARF (Naval Air Rework Facility) at NORIS (North Island) San Diego, California

Cockpit Overview

Greetings, phabulous Crewmen! Get ready for an in-depth look into the cockpit of the F-4E Phantom II by Heatblur.

The following chapter gives a detailed overview of the Pilots cockpit, as well as the Weapons Systems Officer (WSO) Pit. Each single switch will be outlined and explained briefly, while giving context to the functions.

More in-depth details on the various systems and consequences of using a switch beyond their brief explanation are available in the 3. Systems Overview Chapter.

"Step right up there and take a look. We got all kinds of amenities on these babies."

Pilot Cockpit Overview

The pilot cockpit is divided into a front section, containing all instruments and weapon controls, as well as the radar screen; the left console area with engine, control surfaces and navigation related settings; the pedestal group holding auxiliary information; and the right console area with communication and lighting controls.

Layout

DSCG Controls

The Digital Scan Converter Group (DSCG) refers to the screen used to display radar data and video feed of TV weapons or targeting pods. The DSCG replaces the Direct View Storage Tube radar scopes which could not interact with the digital interfaces.

💡 The selector for the video source is found on the Pedestal Group.

Reticle Intensity/Scale Knob

The reticle intensity/scale knob (2) provides brightness control for the reticle and the radar repeater.

Sight Shutter Lever

The lever (4) changes the optical sight light source to prevent damage to the optics from high sunlight. Is used after landing to prevent damage to the sight when parked.

Reticle Depression Knob

The reticle depression knob (11) controls manual depression in 1 mil increments from 0 to 245 mil. The manual depression is used for direct delivery bombing and delivery of the AGM-65 Maverick.

Sight Mode Knob

The rotary knob (12) selects the mode of operation for the gun-sight.

OPR ERS/Contrast Knob

Two function (pushbutton inside of knob) control (3) of the front scope display.

Brightness Knob/Horizon Line Knob

Dual knob control (6) of the front scope display settings.

INT Tab

The INT tab (7) rotates around the display to alter the relative darkness of the radar display, permitting the pilot to adjust the scope relative to ambient light. With the INT tab a polarization filter is rotated over the scope.

Red Tab

The red tab (8) is rotated to provide a red scope display for night flying.

In Range Light

The IN RANGE light (5) illuminates to alert the pilot that the current locked target is within range parameters.

Hold Altitude Light

The HOLD ALT light (10) illuminates as an instruction to the pilot from the fire control system to maintain current altitude to assist in a snap-up intercept situation against a target above the fighter. The predicates are:

• A range greater than the weapon can make,
• Altitude in excess than 32,000 feet, and
• The locked target is greater than 8,000 feet above the fighter.

When the HOLD ALT light is on, the fighter should be flown to center the steering dot relative to azimuth of the ASE circle. When the HOLD ALT light turns off, the fighter should then snap up in pitch to fully center the steering dot in the ASE circle. See the 3.10 Radar System for more.

Wheels Light

The WHEELS light (1) illuminates when the aircraft slows below flaps blow-up speed (roughly 230 knots, dependent on altitude) with the gear still raised. In this situation, the aircraft assumes the intention is to land and the light illuminates to suggest lowering the gear.

Range Lights

The Range Lights (9) illuminate relative to range settings selected by the WSO. Range is provided in the upper right corner of the DSCG scope.

Overhead Indicators

The overhead indicators offer information directly in the pilots view and aid in situations where the pilot is focused and looking outside, such as during combat, landing or refueling with a tanker.

SHOOT Lights

A group of 5 lights arranged around the canopy bow, illuminating when missile firing parameters are met. These lights do not illuminate when in visual intercept (VI) or Air-to-Ground modes.

Air Refueling Lights

Provide status of the Air Refueling System while in use.

Labs Pull Up Light

Illuminates and disengages during Loft and LABS bombing runs to provide timing sequence information to the pilot.

Standby Magnetic Compass

A standard magnetic compass for backup navigation assistance should the primary flight director systems fail. The compass should only be used in level flight. Compass deviation cards are found above the right canopy sill on each cockpit.

Angle of Attack Indexer Lights

A pair of indicators to the left and right of the HUD that provide quick confirmation of current aircraft AoA state based on illuminated position and color.

Can also indicate weapon steering cues and an aural tone system backs up the indication with audible cues. See 3.1.2 Flight Controls, Angle of Attack System section for details.

💡 The AoA Indexers are only lit with the right gear down.

Weapon Management

This group on the left area of the main panel provides all weapon related settings, such as arming missiles or selecting the bomb delivery mode. It features a true airspeed indicator (1), a Head Up Display Indicator (2), a flight instrument brightness knob (3), the nose/tail arming switch (4), the station select buttons (5), the master arm switch (6), the delivery mode knob (7), the weapon selector knob (8), the missile status lights (9), the radar missile power switch (10), the centerline tank aboard light (11), the interlock switch (12), the selective jettison control (16) and the AWRU controls (13, 14 and 15).

Range Indicator

This panel provides the pilot with a readout of the slant range measured by the Pave Spike Targeting Pod (x100 ft).

When the Test-Button (3) is pressed, the display shows 888. The knob underneath (5) the test button controls the brightness of the readout (2).

The Mode-Knob (1) allows the pilot to select one of two weapon delivery modes available with the pod:

• WRCS - Automatic Delivery
• ROR - Release on Range

In the SET position, the display shows the desired release range used in the ROR mode. The knob below the readout (4) can be used to adjust this range.

Head Up Display Indicators

The Head Up Display indicator panel provides weapon status for the Master Arm control as well as the current selected air-to-air weapon based on the position of the pinky switch on the left throttle handle.

UHF Remote Channel Indicator

Provides the current selected channel value when the radio is set to PRESET. Otherwise, the indicator displays M if the radio is set to Manual, G when the COMM function is set as GUARD/ADF, or A when the A-3-2-T switch is in A.

True Airspeed Indicator

Provides the aircraft's true Airspeed in knots, and is calibrated from 150 to 1500 knots; airspeeds below this range are thus not reliable.

Flight Instrument Brightness Knob

Controls edge lighting of the main flight instruments of both cockpits.

Rotating clockwise will increase their brightness, but at the same time also dim most warning and indication lamps in the aircraft.

💡 When dimmed, SHOOT lamps are turned off entirely.

Flight instrument lights can additionally be controlled individually with knobs on the Flight Instrument Lights Intensity Panel, located on the right wall.

See 3.9. Interior Lighting for details.

🚧 The flight instrument lighting is currently linked to the Instrument Panel Knob on the right console instead. The correct controls will be made available later during Early-Access.

Nose/Tail Arming Switch

Controls the arming solenoids of the MER and TER racks, selecting what MER/TER position(s) arming lanyards are pulled from released bomb fuzes upon separation, thus making them live. This function also controls selective low/high drag capability for retarded bombs.

For example, MK-82 Air or Snakeye variants will only detonate if the nose fuze is selected and switch between high drag configuration with the tail fuze set and low drag if not set.

Station Select Buttons

The Station Select Buttons are used to activate air to ground munition stations and the nose gun. Upon selection of a station, the upper half denoting the position will illuminate green to confirm the station is active. The lower half will illuminate amber once the necessary mode is selected, the weapon is compatible with the weapon select knob option, the Master Arm is in the ARM position, and any necessary warm up period for the selected weapon type is completed. L and R positions are left and right, respectively, with O denoting outboard and I denoting inboard stations. The centerline weapon position is CL, and the nose gun is armed with the GUN station selector button.

Dimmer Knob

A dimmer knob is also provided to raise or lower the lighting of the station select buttons relative to current cockpit conditions.

If the Flight Instrument Brightness Knob above it is set to the full CCW position, it overrides the dimmer knob and Station Select Buttons are always illuminated at full brightness.

💡 The dimmer knob can control brightness only within a limited range.

Master Arm Switch

Provides master arming function for all aircraft weapons.

Delivery Mode Knob

The Delivery Mode Knob sets the fire control system to the desired air to ground weapon release type. Split into two halves, the left side of the dial references ARBCS (Altitude Reference and Bombing Computer Set) delivery modes, while the right side provides automated release functions using the WRCS (Weapon Release Computer Set) with possible tie-in to the navigation computer, depending on mode. At the 11 o'clock position is the OFF position, which is utilized for air-to-air weapons (including the gun). The next mode, DIRECT, is used for video-directed weapons such as the AGM-65 and as a direct delivery bombing mode. The full series of positions is as follows, clockwise from the left:

For further information see 4.3 Air-to-Ground weaponry chapter.

Weapon Selector Knob

Used to select the appropriate type of weapon, providing release signals to the AWRU (Aircraft Weapons Release Unit). ARM and TV positions inhibit air-to-air weapon firing unless a CAGE signal is active. ARM and TV positions do not affect tuning status of radar guided weapons. Positions are as follows:

Aircraft Weapons Release Unit

Provides timed interval release scheduling of single or multiple bombs or rockets and dispensed munitions based on the selections made between the interval knob, the QTY (quantity) knob and the INTRVL switch.

For further information see 3.11.2 Aircraft Weapons release unit (AWRU).

Interval Knob

The interval knob (1) provides release pulse sequences between 0.05 second and 1 second.

Interval Switch

The INTRVL switch (2) provides the option of a 10x multiplier of the set value of the interval knob. In the NORM position, the interval knob value is the trigger timer.

Quantity Knob

The quantity knob (3) controls how many stores are released per impulse.

Selecting "1" places the AWRU into single manual bombing mode; one push of the bomb release button releases one bomb.

Selecting a value from "2" to "18" sets the AWRU into single ripple mode; in this mode, the AWRU will release bombs according to the programmed interval until the set number of rounds is dropped, or the bomb button is released. Upon release, the count is reset, and a subsequent press and hold will drop the programmed number of bombs.

Selecting "C" sets the AWRU into single continuous mode; pressing the bomb release button drops rounds according to the programmed interval until the bomb button is released, or all munitions from the selected pylons are expended.

The "P" setting is for pairs manual mode. With at least two stations selected, each push of the bomb button will release two bombs; like single manual mode, this does not include an interval function.

Lastly, the "S" setting, for salvo, releases bombs in accordance to the chosen interval from all selected stations simultaneously, until the bomb button is released. Ergo, if four stations are selected with a 2 second interval (0.2 on the interval dial, X10 INTRVL switch setting), four bombs will be released every two seconds the bomb button is held down.

Missile Status Lights

The Missile Status Light window provides confirmation of currently installed and configured 4.2 air-to-air missiles chapter.

Radar Lights

The RDR lights (2) illuminate once AIM-7 missiles are properly tuned with the fire control system; any station that does not carry a Sparrow, does not correctly sync up during tuning, or is launched, will turn off.

The left pair of lights indicates stations 4 and 3 from top to bottom, while the right pair links to stations 6 and 7 respectively.

Heat Lights

The HEAT lights (1) illuminate one at a time, rather than all up upon circuit configuration. The light of the currently selected station will illuminate beginning at the raising of the gear handle, and remain in that position until the weapon is either cycled using the throttle's Gun/Missile Switch reject option, or is launched. The HEAT light arrangement corresponds with the launch sequence of the AIM-9.

The left pair of lights represent station 2L and 2R respectively, while the right pair is linked to stations 8L and 8R.

Radar Missile Power Switch

The Radar Missile Power Switch provides power to the klystron continuous wave (CW) emitter responsible for guidance signals. This also powers the Sparrow tuning drive which is responsible for tuning the Sparrows to the correct continuous wave carrier frequency for guidance.

When the radar power knob is out of the OFF position, power is applied to the circuit 30 seconds after this selection.

The STBY position maintains warmup power to the missiles and continuous wave tuning drive once the missiles have been tuned. This keeps the Sparrows and Tuning Drive warm, but the Sparrows not tuned.

The CW ON position allows for constant tuning and missile state monitoring with the radar mode not in TV. This also causes the radar klystron to begin continuous wave emission.

Tuning can be performed on the ground with the radar in TEST mode to preclude emissions endangering ground crew.

Centerline Tank Aboard Light

Illuminates when a stores condition exists that precludes ejection or launch of an AIM-7 missile installed in one of the two forward positions. To use the Sparrows on these stations the centerline store must be first jettisoned.

See 3.12.1 Multiple Weapons System for details.

Interlock Switch

A two position switch that determines whether the fire control system launch parameter interlocks can prevent an AIM-7 from being launched when the trigger is pulled.

Selective Jettison Control

The Selective Jettison Control knob provides the pilot direct access to dump stores on a position by position basis.

The pilot selects the desired position by rotating the knob and then presses the button on its front to jettison the selected stores.

As example, to jettison the right and left external fuel tanks, the pilot must select STORES on the knob, press the corresponding station select buttons LO, RO and then push the jettison button.

Recorder Lamp

This dimmable lamp is lit to indicate operation of the Airborne-Video-Tape-Recorder (AVTR).

The AVTR system is controlled by the WSO and records the intercom sound, as well as the rear radar screen.

Flight Director Group

The flight director group provides the pilot with all necessary instruments to fly the aircraft even in a bad weather situation. It contains the Radar Altimeter (1), the Airspeed and Mach Indicator (2), the Reference System Selector Switch (3), the Attitude Director Indicator (4), the Marker Beacon Lamp (5), the Barometric Altimeter ( 6), the Angle of Attack Indicator (7), the Horizontal Situation Indicator ( 8), the Vertical Velocity Indicator (9), the Standby Attitude Indicator ( 10) and the Navigation Function Selector Panel (11).

Radar Altimeter

Terrain relative accurate height information up to 5000 ft, functions to 30 degrees of bank angle or 35 degrees of pitch. Clockwise rotation of the function control switch (1) on the lower left of the indicator powers the device; continued rotation sets the low altitude warning pointer to the desired height. Below the set altitude, the warning light (2) on the lower right activates. A self-test, initiated by pressing the function control switch, shows 35ft.

Airspeed and Mach Indicator

The combination airspeed and mach number indicator shows airspeed readings below 200 knots, and include Mach numbers on the outer ring at high speed. The indicator uses a single pointer over a fixed airspeed scale, marked from 80 to 850 knots, with a moving Mach scale (2) presenting from Mach 0.4 to 2.5. A pair of movable reference markers is available with the knob (4) on the face of the gauge, with speed reference available between 80 and 195 knots, and the Mach index pointer being able to be set between the 225 knot and 850 knot regions relative to the airspeed gauge. The ( 1) needle and the inner ring refers to the airspeed in knots. The (2) needle and the respective outer ring refers to the Mach scale. Both move along dynamically according to the Airspeed. The (3) area refers to the airspeed scale before the mach scale starts.

Angle of Attack Indicator

Drawing relative wind information from the landing-gear adjacent AoA probe, the AoA indicator offers conditional reference for cruise (7.9 units), approach (19.2 units), and stall (30 units). Because of the AoA probe to the nose gear door and subsequent airflow disturbance when the gear is lowered, actual aircraft AoA is approximately 1 unit higher than indicated, and ON SPEED AoA is roughly 5 knots slower than the given value.

When indicator power is offline due to electrical system configuration or damage, an OFF flag will appear in the window on the face of the gauge. The AoA indicator contains switches that light the indexer lights and actuate the stall warning vibrator.

Reference System Selector Switch

Toggles between the inertial navigation set and AN/AJB-7 displacement gyroscope for attitude information. When set to PRIM, the inertial navigation set provides azimuth and attitude data to the ADI; when on STBY, AN/AJB-7 supplies this information. Azimuth data also feeds into the HSI and BDHI (rear cockpit). Additionally, attitude details are sent to the fire control system.

💡 Inertial information requires the inertial navigator control panel's switch to be on NAV.

When transitioning between STBY and PRIM, immediate attitude information may show unusual gyrations on the attitude director indicator due to initial erection. Rapid turns (above 15° per minute) may temporarily disrupt accurate heading information and automatic synchronization of heading information. If the heading information doesn't resync itself after flying straight and level again for approximately 20 seconds a manual synchronization is required. This can be done by flying in a straight and level flight for about 20 seconds and turning the Mode Selector Knob to the spring-loaded SYNC position for approximately 3 seconds.

Attitude Director Indicator

Includes an attitude sphere, turn indicator, steering bars, miniature aircraft, glide-slope pointer, flags, and pitch trim knob. It displays pitch, bank, and heading from the selected reference system and allows pitch adjustment via the trim knob. The turn indicator relies on a gyro from the AN/AJB-7 system. The steering bars offer Flight Director guidance for heading interception, navigation, and ILS approaches. The glide-slope pointer provides vertical guidance information during an ILS approach.

Marker Beacon Lamp

This lamp illuminates whenever flying over a marker beacon station, provided the VOR/ILS system has been activated. Additionally, an audio cue is played through the intercom system.

The lamp can be rotated to dim and pushed to test.

Horizontal Situation Indicator

Presents a horizontal view of the navigation situation relative to the aircraft, indicated by an aircraft symbol and a lubber line showing the current aircraft heading.

Knobs

The knob on the lower left (1) is available to input desired magnetic heading, and the Course Set knob (4) on the lower right is used to enter VOR radial or inbound localizer course for accurate deviation display.

Compass Card

A rotating element (5), dependent on the AJB-7 heading input, displays a compass rose.

It provides a reference for the aircraft's heading relative to magnetic north.

Bearing Pointer

Indicates the magnetic bearing to a selected navigation aid (Nav Comp, VOR, TACAN, or ADF).

Course Arrow and Deviation Indicator

The direction towards which the arrow (6) points can be manually selected by the Course Knob in VOR/ILS and TAC modes (as seen on course rollers).

In HDG mode, it indicates the aircraft's magnetic heading, and in NAV COMP mode, it points to the aircraft's magnetic ground track.

The Deviation Indicator provides visual feedback on the aircraft's deviation from the selected course. It shows deviation from a TACAN course in TAC mode or deviation from a VOR radial in VOR/ILS mode when VOR is tuned, and deviation from an ILS localizer signal in VOR/ILS mode when ILS is tuned.

To-From Indicator

Reveals whether the current course will lead towards or away from the tuned station, functioning with TACAN and VOR inputs.

Heading Marker

The heading marker (3) can be manually set to the desired heading to provide the Flight Director with steering signals in all modes except NAV COMP.

In NAV COMP mode, it displays command steering towards the selected target, taking wind drift into account.

Range Indicator

Shows the distance (2) to the selected TACAN station or NAV COMP destination.

Mode Indicator Lights

Several lights (7) indicate the active navigation mode:

• VOR: Indicates that the VOR/ILS mode is selected and a VOR frequency selected.
• ILS: Indicates that the VOR/ILS mode is selected and an ILS frequency selected.
• TAC: Shows that TACAN mode is active.
• NAV: Illuminates when the Navigation Computer mode is in use.
• MAN: Indicates that the Heading Mode is selected.
• UHF: Signifies that the ADF mode is active.
• TGT: Illuminates during specific radar offset bombing operations.

Altimeter

A counter-pointer style altimeter, with thousandths in the counter window (4) and 100 foot increments around the face (5). The altimeter has an absolute range of 80,000 feet. The altimeter includes a barometric scale (3) for setting local pressure with the knob (1) on the indicator. Works in either electric (normal operation mode) or pneumatic (STBY) mode, switchable via a spring-loaded three position switch (2) labelled RESET and STBY. When held in RESET for more than 3 seconds the system will be reset and moved out of STBY.

Vertical Velocity Indicator

Provides rate of climb or descent via the static pressure system referenced in thousands of feet per minute.

Standby Attitude Indicator

The SAI functions independent of the Flight Director Group, providing reasonably accurate readings (within six degrees) for 9 minutes if power to the system is lost and the OFF flag is in view. Pitch markings are indicated every 5 degrees, while roll markings are in gradations of 10 degrees. Roll is illustrated through 360 degrees, while pitch is limited by stops at 92 degrees in climb and 78 degrees in dive to prevent gimbal lock. The SAI can be unlocked by pressing the knob and trimmed by turning it.

Navigation Function Selector Panel

Controls display presentation on the ADI and HDI based on the selected values on the two knobs; to the left is the Bearing/Distance Knob (1), and to the right the Mode Selector Knob (2 and 3). The Bearing/Distance Knob determines the source of navigation information for the HSI and ADI. The Mode Selector Knob provides control over the presentation of various displayed information on the HSI and ADI. The Mode Selector Knob includes an inset switch marked FD, for Flight Director. This switch engages or deactivates the pitch and bank steering bars on the ADI; the OFF position has the switch aligned vertically.

Bearing/Distance Knob

Mode Selector Knob Display Functions

VOR Lamp

Illuminates to indicate that the VOR system is ready and receiving.

That is, a valid VOR frequency has been selected, a signal is received and the navigation knobs have been turned to VOR navigation.

Right Main Panel

The right main panel offers a good overview of all needed engine data as well as of your defensive Radar warning receiver (RWR). There is also the fuel gauge (1) and the fire warning lights (4) located on it. Also found on the right main panel are the master caution light (3), the fire test switch (2), the fuel flow gauges (5), the engine rpm gauges (6), the exhaust gas temperature gauges (7) and the nozzle position indicators (8).

RWR Azimuth Indicator

The Radar warning receiver Azimuth Indicator shows all Radar sources that are visible to the Radar warning receiver. The knob controls the brightness of the display.

Below is a box with several knobs to operate the system.

For further information and button explanation see the Radar Warning Receiver chapter.

Azimuth-Elevation Indicator

The Azimuth-Elevation Indicator, or also Line-Of-Sight Indicator, is the main instrument for the pilot to assess the current attitude of the Pave Spike Targeting Pod in order to keep the line of sight within the operational limits.

The needle shows the pods roll position from -160° (CW) to +110° (CCW).

Three flags indicate the elevation:

• green: -120° to -155°
• yellow: -155° to -160°
• red: -160° or beyond

If the needle is kept within the green labelled range and neither the yellow or red flag are shown, the view will not be obstructed by the pod or the aircraft.

Master Caution Light

The Master Caution light illuminates to provide the pilot warning of a condition requiring attention, directing them to look at the telelight panel for additional information. The Master Caution lamp is reset by correcting the condition, or pressing the Master Caution Reset button on the generator control panel.

Fire Test Button

When pressed, this button tests for functionality of the FIRE and OVRHT lamps. Under normal conditions, all four lights should light up as long as the button is pressed down. If a lamp does not light up, it is likely broken and cannot be trusted on indicating a fire condition anymore.

The button can also be used in conjunction with the Warning Lights Test switch to confirm detection and continuity performance of the fire and overheat warning systems.

Holding the Warning Lights Test switch in the WARN TEST position, then simultaneously pressing and releasing the Fire Test Button performs the test. Proper system function is confirmed with the four FIRE and OVRHT lamps off while the Fire Test Button is pressed, then illuminating when it is released.

Fire/Overheat Warning Lamps

The Fire and Overheat Warning Lamps, one for each engine, are a pair of two-position indicators that illuminate when a fire condition is detected in the engine compartment (FIRE), or an overheat condition is detected in the exhaust nozzle section (OVRHT).

Fuel Quantity Indicator

The Fuel Quantity Indicator provides two different indications of total usable internal fuel to confirm proper transfer function between the seven internal fuel cells, as well as any external loaded tanks.

On the upper half, it displays the total fuselage fuel with a white tape on a scale marked 0 to 10 (times 1000 lbs). This readout includes cells 1 through 6, while excluding the reserve tank 7, both internal wing tanks and also any externally loaded tanks. The image shows the tape around label 6, indicating a total internal fuel of around 6000 lbs.

Additionally, a counter displays the entire internal fuel in 10 lb increments. That is, cells 1 through 7 and also the two internal wing tanks. Any external tanks are excluded as well. The example has the counter reading 0590, indicating 5900 lb of internal fuel.

💡 External tank fuel quantity can not be checked. See 3.2.2. External Tanks Fuel Lights to check if they are empty.

As a general guidance, Bingo fuel is around 4000 pounds, while Joker fuel is at 6000 lb.

For more detailed information see 3.2.2 Fuel system chapter.

Fuel Flow Gauges

A pair of fuel flow indicators is provided, one for each engine, presenting pounds per hour rate from 0 to 12, in 1000 lb increments. Flow indications are for basic, non-afterburning thrust. In afterburner, the flow rate is roughly four times the displayed flow rate.

Tachometers

A percentage-noting Tachometer is provided for each engine, including an inset wheel for accurate display of single digits. Normal values are 65% for idle, 95% in full MIL power and 105% for full afterburner.

Exhaust Gas Temperature Gauges

Exhaust Gas Temperature gauges are provided for each engine. The gauges have two needles - a large needle providing increments of 0 to 12 in multiples of 100 degrees Celsius, and a smaller needle presenting increments of 0-10 in multiples of 10 degrees Celsius. Temperatures are measured at the exit of the turbine unit.

Exhaust Nozzle Position Indicators

A combined Nozzle Position Indicator is provided with two needles, one for each engine on their respective side, to confirm balanced nozzle position and scheduling relative to throttle position. The gauge provides four zones relative to the nozzles being in their fully open configuration (needle fully left), or their maximum closed configuration (needle fully right). At idle, the indication will be roughly 7/8ths open, and schedules down as throttle is increased. Position in the afterburner region will moderate to maintain safe EGT levels.

Left Sub-Panel

The left sub-panel features most of the gear indicators ( 1), Slats and Flaps indicators (2), the external lights switch (6), the Aileron-Rudder Interconnect fuse (8), a recorder lamp (3), the landing gear lever (9) as well as the fuel boost pump gauges (4). Also found on it is the stabilator trim gauge (5) and the emergency release of the external stores (7).

8-Day Clock

A clock is provided for the pilot, including a stopwatch function. The watch features a hour and minute hand, and can be set by turning the knob (1) on the left lower corner. The stopwatch function is activated by pressing the top right button (2), it features a minute and second hand. The stopwatch needles are reset by pressing the top right button again.

Landing Gear Handle

Actuates the landing gear; raised for gear up, down for gear down.

Pulling the handle out will actuate the Emergency Mode and release the gear by using a pair of compressed air bottles.

💡 The gear can not be retracted on ground.

Landing Gear Position Indicators

The Landing Gear Position Indicators provide visual confirmation of current gear state, displaying UP when retracted, showing a barber pole while in transition, or the illustration of a wheel in the respective window when fully down and locked.

Slats/Flaps Indicators

Visual indication of the Slat and Flap systems are provided through two window indicators. Slats will be displayed as IN (retracted) or OUT ( extended). Flaps will display as UP (retracted) or DN (down), and will show a barber pole while in transition.

Boost Pump Pressure Indicators

A pair of indicators provide confirmation of fuel boost pump operation. Indicators are calibrated 0 to 5, which must be multiplied by 10 to read in current PSI.

Stabilator Trim Indicator

Provides current stabilator trim setting in units of trim (not equal to degrees). For Takeoff the trim should be between 1-3 units nose down.

Landing/Taxi Lights Switch

Control the external Landing and Taxi lamps. Left main gear must be down and locked for the switch to function

💡 Lights are turned off automatically when the gear is retracted.

External Stores Emergency Release

Also called the "panic button", the External Stores Emergency Release will immediately perform separation of all stores, without air-to-air weapons or special weapons.

Aileron Rudder Interconnect (ARI) Circuit Breaker

When pulled in conjunction with the Yaw ARI Stab Aug Switch disengaged, Yaw ARI will be fully removed. With the Yaw ARI Stab Aug Switch engaged, 5 degrees of ARI authority will be maintained.

See 3.1.2 Flight controls & AFCS for further information.

Emergency Brake Handle

Pulling this handle activates the Emergency Hydraulic Brake System, dumping the remaining pressure of the hydraulic accumulator in to the brake system for a limited number of brake applications. Note that differential braking will work as normal, but will also serve to exhaust hydraulic pressure more quickly.

Left Console

The left console is further divided into 4 sections.

Front Section

The front section of the left console houses the oxygen panel, throttle and engine related controls.

Left Utility Panel

Anti-Skid Switch

A two position switch (1) that activates the anti-skid system which provides an electronically controlled skid protection at wheel speeds over 30 knots.

Anti-Skid Inoperative Light

Illuminates when the Anti-Skid Switch is set to OFF, the Emergency Quick Release Lever is pressed, or there is an issue with the Anti-Skid System.

Canopy/Low Altitude Warning Volume

A rotary dial (2) that sets the audio level for canopy open and low altitude voice warnings.

This system is not installed on this variant of the F-4E.

Oxygen Regulator and Oxygen Quantity Gauge

Supply Lever

Two position switch (6) (ON and OFF) activating flow of oxygen to the mask. For further information see 3.7 Utility chapter, Oxygen section.

Diluter Lever

A two position (5) diluter lever, in the center of the regulator panel, controls the mixture of air and oxygen.

For a proportional amount of air to oxygen, the NORMAL OXYGEN position should be selected.

For pure oxygen, the 100% OXYGEN position should be selected. This setting is preferable if fire, toxic smoke or fumes occur in the cockpit.

Emergency Lever

Three position switch (4) which permits selection of NORMAL (standard supply), EMERGENCY pressure (100% oxygen with continuous positive pressure) or TEST MASK (positive pressure to test the face mask for leaks).

The lever should remain in the center (NORMAL) position at all times, unless an unscheduled pressure increase is required.

Flow Indicator

Alternates between black and white (3) with each aircrew member breath to indicate oxygen flow (white indicates inhalation).

Oxygen Pressure Gauge

The oxygen pressure gauge (7) indicates oxygen supply pressure from 0 to 500 psi.

For further information see 3.7 Utility chapter, Oxygen section.

Oxygen Quantity Gauge

The oxygen quantity gauge (2) has a range from 0 to 10 liters. Loss of electrical power is indicated by appearance of a power off flag on the instrument face.

Oxygen Quantity Test Button

The button (1) is used to test operation of the front and rear cockpit gauges along with operation of the low-oxygen warning system.

With the button pressed, both gauge needles should move to an indication of zero.

As the needle in the front cockpit passes through the 1 liter indication, the OXYGEN LOW warning light on the front telelight panel should illuminate, and remain illuminated until the button is released and the needle moves above 1 liter again.

Forward Hand Control

Small joystick enabling the Pilot to control and steer guided Weapons such as Mavericks or Bullpups.

Outboard Engine Control Panel

Engine Anti-Icing Switch

Two position switch (1) (DE-ICE and NORMAL) controlling de-icing function. When in DE-ICE, the anti-icing air flow is enabled. In NORMAL, no anti-icing is provided.

The system should only be used below high-mach numbers. At high-mach speeds the compressor inlet temperature is enough to prevent ice from building up.

Communications Antenna Select Switch

Two position switch (2) commanding which antenna is being utilized for voice communication- UPR (upper) or LWR (lower).

The Upper position should be used for take-off and landing since the lower antenna could interfere with the anti-skid wheel speed sensor and thus create a malfunction in the anti-skid system. The lower antenna could also interfere with the nose gear steering whilst transmitting. This happens due to electromagnetic interference radiating from the lower UHF antenna.

LCOSS Switch

A two position switch (3) that selects which computer system is installed on this aircraft.

• ARS-107
• ASG-26

The switch is a leftover and not connected.

DVST Switch

A two position switch (4) that selects which radar system is installed on this aircraft.

• APS-107
• APQ-120

The switch is a leftover and not connected.

Inboard Engine Control Panel

The Inboard Engine Control Panel carries the following controls:

Target Contrast Switch

The three position switch (1) is used to select the appropriate contrast conditions for seeker acquisition with the AGM-65A Maverick and AGM-65B Maverick.

💡 This does not change the polarity of the video but the coding of the seeker itself.

Engine Start Switch

Three position switch (2) with automatic return to center used to start the respective engine using the cartridge (if loaded), left or right. See engine system chapter for further detail on when to use the cartridge start.

CADC Static Pressure Compensator Correction Switch

Three position switch (3), momentary in the RESET CORR position, used to correct or disengage the Static Pressure Compensation of the altimeter, thus eliminating, or invoking, altimeter lag from rapid altitude changes.

Engine Master Switches

A pair of two position lever lock switches (4), separated by a guard to alleviate erroneous command of the wrong switch, connects electrical power to the engine boost and transfer pumps for the respective engine when placed in the ON (forward) position. The connection to electrical power is external if the aircraft is connected to a ground crew provided generator, or the aircraft's battery if no external power available. Switching them to OFF (aft) position will engage the fuel shutoff valves so long as the aircraft is not solely running on the internal electrical bus; otherwise, the valves will remain open, unless the engine throttle is placed into the cutoff position. For further Information see 3.2.1 engines chapter.

Rudder Trim Switch

A three position switch with automatic return to center (5), used to apply rudder trim adjustment when pressed to the respective side, left or right.

Throttles

The throttle arrangement for each engine in the F-4E Phantom II is located on the front and rear cockpit left console. Mechanical linkage transmits throttle movement to the engine fuel control. A friction adjusting lever allows customization of throttle friction. Afterburner initiation occurs by shifting the throttles outboard and moving forward from the MIL position. The Afterburner gate can be adjusted in the special options of the module.

Throttle movement is smooth and continuous, with afterburner modulation possible throughout the range. Moving throttles from IDLE to OFF closes the fuel shutoff valve, stopping fuel flow. To transition from OFF to IDLE or MIL, advance the throttles straight forward. Shifting throttles outboard allows movement from MIL to MAX, enabling forward motion in the afterburner range. For further information see 3.1.2 Engines chapter.

Fingerlifts

Front cockpit throttles feature finger lifts (3) for quick chops to IDLE, preventing inadvertent shutoff. The lifts must be raised before retarding throttles to OFF. Rear cockpit throttles are linked to the front cockpit, allowing only the pilot to start engines or move throttles into afterburner range. Rear cockpit throttles can be moved from OFF without front seat assistance.

Ignition Buttons

Engine ignition for startup is performed using a pair of spark plugs on each engine, activated by pressing the red Ignition Button (1) found on the rear of both throttle levers. The button is depressed as part of the starting sequence to ignite the spark plugs, initiating combustion in chambers four and five of the engines.

Cage Button

A spring-loaded button (5) located on the backside of the throttle. In the event that an AIM-7, AIM-9, or the M61A1 must be employed against an airborne target with the sight in A/G mode (for example, the flight is bounced by opposing aircraft), the optical sight reticle can immediately be slewed to the Radar Boresight Line using the Cage Button, found on the inboard (right) throttle handle. Cage mode commands the radar into BST mode with a five mile range, and short pulse, and sets the firing circuit for the currently selected air-to-air weapon relative to the Pinky Switch. For the optical sight, the command activates the respective elevation and azimuth tracking, roll mark, and range functions of the reticle for the chosen weapon, without the pilot having to remove a hand from throttle or stick to swap the sight mode or weapon control panel functions.

Dispense Button

When pressing the dispense button (6) chaff/flare dispensing is initiated as set on the CCU and AN/ALE-40 programmer if the flaps and speed brakes are retracted and the flares select switch is set to NORMAL. Additionally single unit flare dispensing can be initiated by a single button press if the flares select switch is set to FLARES.

Speed Brake

The Speed Brakes are actuated by a three position switch (4) found on the inboard throttle in both cockpits. Either switch will actuate the brakes. The positions are Out, Stop, and In; the Out position is momentary and reverts back to Stop when released. For further information see 3.1.2 Flight Control Surfaces chapter.

Mic Switch

The microphone switch (2) for the Intercom System is the aft position on the inboard throttle grip in both cockpits. When using the intercom, all audio sans the pull-up tone, stall warning, and ECM are reduced (same as RADIO OVERRIDE). In the fwd position the switch will enable transmitting over radio.

Pinky Switch

The guns/missile (pinky switch) is a four position switch (7) which performs the weapon select function for guns(aft), radar(fwd) and heat missiles(center) and performs station select functions(up) for the heat missile. The UP position is a spring-loaded position.

Center Section

The center section of the left console controls fuel and navigation related settings.

Fuel Control Panel

Internal Wing Dump Switch

Two position switch (1) which, when placed in DUMP, closes off the wing fuel cells from transfer into the fuselage fuel cells and dumps fuel from the valves at the wing fold trailing edge. Placing the switch back to the NORM position closes the dump valves and reconnects the wing cells for transfer to the fuselage.

The entire fuel is dumped in roughly 15 minutes.

Internal Wing Transfer Switch

A two position switch (2) which controls flow of wing cell stored fuel to the fuselage fuel tanks; NORMAL permits transfer, whereas STOP TRANS ceases flow from the wings to the fuselage feed tanks.

Transfer only occurs without weight on wheels and if the internal tanks have reached a certain fuel level already.

Refueling Select Switch

This covered switch (3) determines which tanks will be refuelled during an air-to-air refueling cycle: internal (INT ONLY) or all tanks (ALL).

Air Refueling Switch

Two position toggle switch (4) used for extending (EXTEND) and retracting (RETRACT) the air-to-air refueling door. Placing the switch into EXTEND also illuminates the air-to-air refueling receptacle lamp to assist the tanker boom operator.

If, during AAR, the boom disconnects and the DISENGAGED light illuminates, this switch has to be flipped to RETRACT and back to EXTEND to reset the system and allow the boom to connect again.

External Transfer Switch

A three position toggle switch (5) determining which externally mounted tanks are currently transferring fuel to the fuselage tanks: CENTER (centerline tank), OFF (none), or OUTBD (outboard wing tanks).

Transfer only occurs without weight on wheels and if the internal tanks have reached a certain fuel level already.

It is not possible to transfer from the wing tanks and external tanks at the same time. If both are selected, the external tanks will take priority.

Boost Pump Check Switches

A pair of two position spring-loaded switches (6) are provided to confirm function of the fuel boost pumps. Can only be checked with the engine master switches OFF. Holding either switch will energize the respective boost pump, thus showing a positive pressure value on the fuel pressure indicator.

VOR/ILS Control Panel

Nav Vol Knob

The nav vol knob (1) controls the volume of the VOR/ILS audio system that indicates being tuned to the desired frequency by repeating the morse code identifier of the selected station.

Must be moved out of the full CCW position to provide power to the VOR/ILS system.

MB Vol Knob

The MB vol knob (3) controls the volume of the tone played when flying over a marker-beacon transmitter, for example on the final approach during landing.

Frequency Knobs

A set of two knobs (2) for tuning the VOR/ILS frequency. The outer knob controls the first three digits, while the inner knob sets the two decimal digits.

Valid frequencies range from 108.00 to 117.95 MHz.

VOR/MKR Test

A button (4) to initiate a built-in test of the VOR system. See VOR/ILS Test for details.

AFCS Control Panel

Stability Augmentation Channel Switches (Yaw/Roll/Pitch)

Three two-position switches (1) enable individual channels of stability augmentation for Yaw, Roll, and Pitch. ENGAGE (forward) sets the respective chanel stability augmentation on.

See 3.1.2 Flight Controls & AFCS for further information.

AFCS Mode Switch

The two position switch (2) enables AFCS mode, which can maintain and hold maneuvers and attitudes at up to ±70 degrees of pitch, 70 degrees of bank, and in all 360 degrees of azimuth. If engaged when the airplane is less than ± 5° from wings level, then the airplane will maintain a wings level attitude, and will hold the engaged heading. Deactivated by selecting the switch aft, or with a rapid control input.

Altitude Hold Switch

The two position switch (3) activates the altitude hold function of the AFCS which will maintain current baromertic altitude.

Aft Section

The aft section of the left console has the intercom and countermeasure controls.

Boarding Steps Indicator

Used to visually confirm the integrated boarding steps state. With the white post up, steps are stowed, whereas steps are deployed if post is down and flush with panel recess. The boarding steps and ladder is moved by the crew chief.

Intercom System Control Panel

Volume Control Knob

The volume control knob (1) is turned clockwise to increase audio between cockpits, and counterclockwise to decrease audio between cockpits on the Intercom.

Amplifier Select Knob

The amplifier select knob (2) determines current amplifier for intercom function.

Function Selector Switch

The function selector switch (3) has three positions:

AN/ALE-40 Programmer

The panel features 6 knobs to control chaff and flare dispensing as well as two lamps and a switch.

Knobs

They are two important definitions to know when setting up the countermeasures:

• BURST - single dispense signal
• SALVO - group of bursts

Using the six knobs placed on the programmer you can adjust following parameters:

💡 All intervals are expressed in seconds.

Flares Select Switch

The flares select switch (9) controls how countermeasures will be released when the pilot presses the dispense button.

In the NORMAL setting, countermeasure are released according to combined settings of the CCU and the Programmer.

FLARES position allows the pilot to dispense single flare with each dispense button press regardless of CCU and Programmer settings.

Power On Indicator Light

The power on indicator light (7) illuminates when either the Chaff or Flare mode knobs on the CCU is in any position other than OFF.

Flares Indicator Light

The flares indicator light (8) illuminates when the Flares Select switch is in the FLARES position.

Gyro Fast Erect Switch

Selects gyro operation. FAST ERECT can be used momentarily to correct gyro deviations.

See 3.11.4. ARBCS for details.

Aural Tone Control

Knob to control the volume for weapon tones, such as the Sidewinder seeker head.

Anti-G Suit Control Valve

The anti-G system delivers low-pressure auxiliary air to the anti-G suits, with air passing through the anti-G suit control valve before reaching the suit. The suit remains deflated up to approximately 1.5 G, and as G forces reach or exceed this level, air flows into the suit proportionally. The suit stays inflated in relation to constant G forces and begins to deflate as G forces decrease.

A manual inflation button in the anti-G suit control valve enables the crew to manually inflate the suit for system checks or fatigue relief. A pressure relief valve within the system activates at approximately 11 psi, serving as a safety backup in case of malfunction. The system operates automatically whenever an engine is running, ensuring continuous support for the wearer during varying G-force conditions.

Left Wall

SAI Panel

The panel provides a circuit breaker (1) and a knob (2) to control the brightness for the Standby Attitude Indicator.

Eject Light/Switch

Pressed by the pilot in an emergency condition requiring ejection from the aircraft, which illuminates the EJECT lamp in the rear cockpit warning the WSO to prepare for immediate ejection.

Slats/Flaps Control Panel

A three position switch (1) (NORM, OUT, OUT AND DOWN) to the rear of the panel provides normal operation functions of the Slats/Flaps System. These functions are relative to landing gear position, and are noted as follows:

Nose Gear UP

Nose Gear DOWN

Emergency Slats/Flaps Handle

Also included is the Emergency Slats/Flaps Extension handle (2), marked in yellow and black, at the top of the box. This handle is pulled to force high pressure air into the slats/flaps actuation system, causing them to deploy in event of control system failure.

Emergency Canopy Jettison Handle

Used for emergency ground extraction, the Emergency Canopy Jettison Handle releases a compressed oxygen cylinder to open the respective canopy immediately, shearing it off at its pivots.

Canopy Control Switch

Used to open (aft) or close (forward) the pilot canopy.

Extra Picture Switch

Provision to operate the KB-18 gun camera without the release of weapons, the Extra Picture switch starts the camera at the selected rate.

Gun Camera Switch

Activates the gun camera, which will run until the switch is placed to off, or actuation of bomb button or the second trigger detent once the pre-programmed overrun time is completed.

Slats Override Switch

Two-position guarded switch with IN and NORM positions. In NORM, slats operate normally as a function of the slats flaps switch or AoA. When IN selected, slats will retract and remain retracted. Selection of IN illuminates SLATS IN light on telelight panel and Master Caution lamp.

Armament Safety Override Switch

If pressed and the landing gear handle is placed down, overrides the armament safety.

This allows for example to fire the gun while on ground.

Pedestal Group

The pedestal group features the screen source switch (1), the rate of fire switch (2), the auto clear switch (3), a rounds counter (4), an accelerometer (5), engine oil pressure gauges (6), hydraulic pressure gauges (7), the TGT/MSL switch (9), a band selector switch (10) and a pneumatic pressure gauge (8).

Accelerometer

Calibrated from negative 4 to positive 10 in units of G, with three pointers - one for current applied load, the other two show maximum positive and negative G applied during the flight. Pressing the PUSH TO SET button will reset the maximum position indicators to 1 G.

Engine Oil Pressure Indicators

A pair of engine oil pressure indicators are provided, one for each engine, calibrated from 0 to 100 PSI. Engine oil is used for lubrication, variable nozzle positioning, and constant speed drive unit operation. Important values are:

• 12 PSI - Minimum at idle RPM
• 30-60 PSI - In-flight military
• 35 PSI - Static minimum at military thrust
• 60 PSI - Maximum

For further information see 3.2.1 Engines chapter.

Hydraulic pressure Indicators

Two hydraulic pressure indicators are installed. The one on the right, references the Utility Hydraulic System pressure, while the left one references the PC-1 and PC-2 Hydraulic Systems; the latter includes two needles, which are marked accordingly. Pressure transmitters, one for each system, convert pressure impulses to electrical impulses which, in turn, are supplied to the indicators. Nominal operating power for all three systems is 3000 ±250 PSI. Other important values are:

• 2000-2750 - Normal with rapid control movement
• 2750-3250 - Normal
• 3250-3400 - If pressure exceeds 3250 steady state, and entry must be logged on form 781
• 3400 - Maximum

For further information see 3.5 Hydraulics chapter.

Pneumatic Pressure Indicator

Shows manifold pressure of the pneumatic system measured by the pressure transmitter which supplies electrical inputs to the indicator. Keep in mind it doesn't show individual emergency pneumatic bottle pressures. Normal system pressure range is from 2650 to 3300 psi due to pressure transmitter and pressure gage tolerances.

Other important values are:

• 3300-3500 - Caution area
• 3500 - Maximum

For further information see the 3.6 Pneumatics chapter.

Screen Source Switch

Controls which video source is displayed on the DSCG screen. This is independent of the WSO, allowing the pilot to view a source different to the WSO.

In the Radar position, the radar will be displayed on the screen. TV will either display weapon feeds, such as Maverick, or the targeting pod camera; depending on the Video Select Button in the WSO cockpit.

The Off-position turns the screen off.

Rate of fire Switch

Used to switch the gun rate of fire between a HIGH setting (6000 rounds per minute) and a LOW setting (4000 rounds per minute).

Auto clear switch

The cannon will fire approximately between 5 and 11 rounds from the point the pilot has released the trigger to clear all bolt actions in the cannon. This spin-down takes approximately one second during which the gun cannot be fired again during this operation. This only applies to externally carried gun pods and not to the main gun.

The AUTO CLEAR option should be used whenever a gun pod is used.

Rounds Remaining Indicator

Shows the currently available number of nose gun rounds. The counter must be set manually by the pilot whenever rearming.

Shrike Controls

Two switches to control AGM-45 Shrikes settings.

TGT/MSL Reject Switch

Dual purpose switch to control Mavericks and Shrikes.

For Mavericks, the spring-loaded TGT/MSL REJ position cycles through the available Mavericks currently selected and armed. If six Mavericks are equipped the station with the uncaged and active Maverick is cycled. To cycle the other station simply de-arm the active station, and select the other. The DF REJ position has no function.

For Shrikes, TGT/MSL REJ turns off the weapon seeker entirely until released. The DF REJ position selects the WRCS mode for receiving a solution, while the center position uses the weapons own, less accurate seeker system instead.

Band Switch

Allows to select the band range picked up by Shrikes.

💡 Not all variants support band switching.

Rudder Pedal Adjustment Crank

Used to adjust ergonomic position of the rudder pedals forward or back from the pilot.

Requires 38 full turns to move the pedals across the entire range.

Right Sub-Panel

The right sub-panel area is dominated by a group of warning lights. It also features the canopy manual unlock handle (1), the generator indicator lights (2), the telelight annunciator panel (3), the light circuit breakers (4) and the KY-28 Mode indicator lights (5).

Generator Indicator Lights

Indicating LH GEN OUT (Left), RH GEN OUT (Right), and BUS TIE OPEN, the indicator lights will illuminate when the specified generator is offline, or, in the event of BUS TIE OPEN, when the generators are not functioning in parallel. Indicators will trigger a Master Caution. In event of dual generator failure, neither will illuminate.

For further information see 3.8 Electrics chapter.

Feed Tank Check Switch

A two-position spring-loaded switch used to confirm nominal quantity in the engine feed tank (Cell 1), the positions being FEED TANK CHECK and NORM (default).

When FEED TANK CHECK is selected and held, the fuel quantity gauge will indicate solely the current fuel quantity in the engine feed tank on both the tape and counter. When the feed tank is full, the indicated value should read 1400 lbs, ±200 lbs on the counter, and the tape value should be 1400 lbs, ±150 lbs.

Arresting Hook Control Handle

Pulling the handle down extends the Tail Hook.

💡 The hook is utilized for field emergency arrestment. The F-4E does not support carrier operations.

KY-28 Mode Light Panel

Dependent on mode, the illuminated display shows P for Plain mode (1), or C for Cipher mode (2).

💡 UHF communications require the system be in Plain mode, even with system power off, barring usage and monitoring of guard channel.

Telelight Annunciator Panel

Provides the majority of aircraft system warnings that can be rectified by the pilot. Most warnings on the panel will cause the Master Caution to illuminate; those that do not will be noted.

Light Circuit Breakers

Hidden behind a bundle of cables to the right of the telelight panel are two circuit breakers controlling lights.

The upper one (1) is responsible for powering the instrument panel and console backlighting, while the lower circuit breaker (2) powers all indicator and warning lights.

Right Console

The right console is further divided into 4 sections.

Front Section

The front section of the right console is dominated by communication and navigation controls.

Master Caution Reset

Used to extinguish telelight panel warnings and the Master Caution warning lamp once the necessary action has been taken. In the event a fault has not been effectively corrected, pressing the Master Caution Reset button will not turn the respective warning off.

TACAN Control Panel

The TACAN Control Panel is used to enter the desired TACAN channel, mode, and audible volume for the monitoring of said channel by the aircrew. The panel is duplicated in both cockpits, and the panel in command of the TACAN receiver is toggled by the NAV CMD button of the Communication Control Panel.

Channel Knobs

On the control panel there are two Navigation Channel Control knobs (7,4 and 3), with the left (7) controlling the first two digits of the channel value (hundreds and tens), and the right (4 and 3) controls the single unit (ones) values. The right knob also includes an outer ring (3) which sets the X or Y value for the desired TACAN channel.

Test Button and Lamp

Between these two knobs is the TEST button (6), which performs the ground testing cycle after warmup, and can also be used to perform an in-flight confidence test of the system's performance.

The lamp above the button illuminates to indicate test status.

See 7.19.4 Navigation test chapter for further information.

Volume Knob

To the upper right, the VOL knob (2) is available to set the desired audio level for the received TACAN station.

Function Selector

The TACAN Function Selector Knob (1) determines the presentation and type of information provided on the HSI, ADI, and BDHI, respectively.

💡 Air to Air TACAN functionality requires the channel to be set 63 channels above or below the cooperating aircraft, but on the same range- X or Y. So a tanker on 123Y should be set to 60Y in the F-4.

Communication Control Panel

The Communication Control Panel provides selection and mode of the UHF radio in the aircraft.

Command Buttons

The panel is duplicated in both cockpits, and control over the radio is changed by pushing the COMM CMD Button (10) in the respective seat; the button will illuminate green (9) in the seat in priority. In the same fashion, the NAV CMD button (7) dictates which seat has control of the TACAN settings; its button will also illuminate (8) on the panel of the seat that has command (control) of the system. Each press of a command button will toggle who is in command of the system.

Radio Volume

Beneath the COMM CMD button is the radio volume (11) for the respective seat.

Squelch Switch

Close to the NAV CMD button is the Squelch switch (6), which enables or disables receiver squelch.

Frequency and Channels

The A-3-2-T Selector knob (5) sets the first digit of the manually selected frequency (3 or 2) of the UHF radio.

💡 Due to engine limitations, modes A and T, belonging to the HAVE-Quick functionality, are not simulated.

The four Frequency Selection Knobs work in concert with the A-3-2-T knob and Preset/Manual switch. Frequencies are entered beginning with the 3 or 2 selection on the A-3-2-T Selector, and can be entered from 225.00 to 399.975 MHz in increments of 0.025. With Preset/Manual in the Manual position, the UHF radio is directly set to the displayed channel. In the Preset position, the set channels can be entered into the COMM CHAN memory, with the desired position selected with the Comm Channel Control knob - the smaller knob to the left of the Preset/Manual switch, and displayed in the COMM CHAN window. Channels are stored in the displayed channel preset with the SET pushbutton. Once stored, channels are directly selected using the Comm Channel Control knob with the Preset/Manual switch in the Preset position.

Directly underneath the Comm Channel Control Knob is the Aux Channel Knob (4) and Indicator. This knob is used to access 20 common preset channels that cannot be changed from in the cockpit.

The Aux Volume Control knob (1) on the lower right of the panel raises and lowers the volume of the Aux receiver channel (12 and 13).

The Set button (14) can be used to save the channel frequency that is currently selected by the Frequency knobs. The frequency will be saved as the currently selected channel.

Tone Button

The Tone Pushbutton (3) is used for transmission of a Time of Day (TOD) signal along with a tone to friendly aircraft requiring a Time of Day update for proper HAVE-Quick functionality.

💡 Due to engine limitations, the tone button, belonging to the HAVE-Quick functionality, is not simulated.

Comm Function Selector

The Comm Function Selector Knob (2) determines the current configuration of the radio system.

Utility Panel (Right)

The utility panel features an emergency vent handle for releasing over pressure in the cockpit. Furthermore, it features the Defog/Foot Heat Lever as well as the Generator control switches.

Cooling Reset Button

Resets the CNI cooling system.

Cockpit Pressure

Cockpit Altitude Gauge

Displays the current pressure inside the cockpit as a means of equivalent effective cabin altitude above mean sea level in 1000 of feet.

That is, if the gauge (2) reads 5, the pressure inside the cabin is equivalent to an altitude of 5000 ft altitude MSL.

To prevent sickness and hypoxia, the pressure should be observed and oxygen supply adjusted accordingly:

See Oxygen Chapter for more information.

Emergency Vent Handle

A plug (1) that can be pulled to release cockpit pressure. Putting it back in will seal the cabin again.

Without pressurization, the effective cabin altitude will be identical to the current altitude. Which, if flying at high altitudes, can result in hypoxia.

Should only be used if the pressurization system is malfunctioning and reads abnormal values, or to eliminate smoke and fumes from the cockpit. Descend to safe altitudes before activating.

Defog/Foot Heat Lever

The Defog/Foot Heat lever (5) provides pilot selectable volume of warm air to the windshield for de-icing purposes or footwell recesses for comfort or visibility.

It is possible, through selection of cold temperature settings, particularly on humid days, for the air conditioning system to deliver air at temperatures well below the dew-point, with resultant cockpit fogging. This fog can be dissipated by selecting a slightly warmer temperature.

When operating in high humidity conditions, it is recommended that a warmer than normal temperature be selected, prior to starting the takeoff run, to preclude the possibility of cockpit fogging as thrust is increased. Should cockpit fogging occur, the quickest means of eliminating this condition is by activating the emergency vent knob.

During cruise operations, prior to letdown, place the temperature control knob in the 2 o’clock position and the Defog/Foot Heat Lever to defog, to increase the defog temperature for windshield and canopy preheating. For airplanes without slats, if the flaps are lowered for letdown and fogging persists, retract the flaps or increase power (use speed brakes as necessary to maintain airspeed) to provide higher defogging air flow.

Rain Removal Switch

If the two position switch (3) is activated, bleed air from the engine is rerouted around the canopy to blow away any rain drops.

The system should not be used during dry conditions, as the hot air will heat up the windshield. If the glass reaches critical temperatures, the WINDSHIELD TEMP HI warning on the telelight panel will illuminate. In this case, the switch should be turned OFF immediately.

Pitot Heat Switch

With the pitot heat switch (4) to ON, the pitot tube on the nose of the aircraft will be heated to prevent icing and thus erroneous sensor readings for all major flight instruments.

For normal operations, this should always be activated prior to takeoff. But not left ON while on the ground for longer than one minute to prevent damage due to overheating.

See 3.1.1 Pitot-Static System for details.

Generator Control Switches

The 2 two position switches (6) Control of each engine's respective electrical generator is provided by an individual switch.

For further information see the 3.8 Electrics chapter.

Center Section

The center area of the right console contains IFF and lighting controls.

IFF Control Panel

As opposed to the Interrogator panel in the WSO cockpit, this panel provides the pilot with the ability to adjust the IFF transponder of the own aircraft. Which would then be picked up by interrogators in other aircraft.

💡 Due to engine limitations, the settings on the panel have no effect for DCS. However, they are exposed to external tools, such as SRS.

For further explanation see the IFF System controls chapter.

Master switch

The master switch (1) is a five position rotary with following controls:

Mode 1 Selector Switch

The three position Mode 1 Selector switch (6) controls the mode 1 operation:

Mode 2 Selector Switch

The three position Mode 2 Selector switch (6) controls the mode 2 operation:

Mode 3/A Selector Switch

The three position Mode 3/A Selector switch (6) controls the mode 3/A operation:

Mode C Selector Switch

The three position Mode C Selector switch (6) controls the mode C operation:

Mode 1 and Mode 3/A Code selectors

The Mode 1 code selector (10) is used to select Mode 1 codes from 00 to 73. The Mode 3/A code selector is used to select Mode 3/A codes from 0000 to 7777.

Mode 4 Selector Switch

The two position Mode 4 Selector switch (8) controls the mode 4 operation:

Mode 4 Indication Switch

The Mode 4 indication switch (7) features positions for AUDIO, OUT, and LIGHT.

In the AUDIO position, an audio signal indicates reception of Mode 4 interrogations, and the Mode 4 REPLY light illuminates during transmissions. In the LIGHT position, the Mode 4 REPLY light illuminates when Mode 4 replies are transmitted, and audio is not present. In the OUT position, both light and audio indications are inactive.

To test the press-to-test Mode 4 reply indicator light, the indication switch must be in the AUDIO or LIGHT position.

Mode 4 Function Switch

The Mode 4 function switch (4) has positions of ZERO, B, A, and HOLD.

In the A position, the transponder responds to Mode 4 interrogations with the same setting as set into the A position, and in the B position, it responds to interrogations with the same code setting as set into the B position. If the switch is in the wrong position for the code being interrogated (e.g., in A with B interrogation), the IFF warning light and MASTER CAUTION light will not activate.

💡 Code settings for A and B positions are inserted before flight and can be zeroed by placing the switch to ZERO.

The HOLD position is not used in flight but retains the code setting if another flight is anticipated during the code period. Momentarily positioning the switch to HOLD after landing, waiting 15 seconds, and then turning off the IFF master switch and radar power knob retains the code with the power off.

Illumination of the IFF warning light and MASTER CAUTION light can be caused by internal component failure, failure to respond to a valid interrogation, or a zeroized code.

Monitor-Radiation Test Switch

This switch (5) has three positions, RAD TEST, MON and OUT. It is intended for tests by the ground crew and should be set to OUT and not used during flight.

Identification of Position Switch

The Identification switch (9) is a three position toggle switch used to provide momentary identification of position.

DCU-94A Stores Control-Monitor Panel

This panel is used to control and test the separate release circuit system for nuclear stores.

Nuclear stores are separated from the regular release system to prevent accidental release.

💡 This is not simulated in-game.

Temperature Control

The knob (1) can be used with the switch (2) in the AUTO position and allows the pilot to set the temperature inside both cockpits from COLD to HOT for crew comfort.

Should the AUTO system fail, the switch can be placed in either a manual mode.

The center position of the switch turns the system off.

Cockpit Lighting Control Panel

The Cockpit Lighting Control Panel provides control of all panel edge lighting, flight instrument panel lighting, the console floodlights, the white floodlights found under the canopy sill over each console, and also includes the Warning Light Test/Standby Compass Light switch.

For further information about lighting see the lighting chapter.

White Floodlight

The White Floodlight switch (1) acts independent of all other controls on the panel, and is either ON or OFF. It activates a separate emergency floodlight (also called Thunderstorm Light) that illuminates the cockpit in white.

Instrument Panel Knob

This knob (2) controls the background illumination of the instrument panel, as well as edge lighting for most of its gauges.

💡 The main flight instruments are controlled via the Flight Instrument Brightness Knob instead.

Console Knob

The Console Light Control Knob (5), with range from OFF to BRT, controls the illumination level for the left and right console.

Console Floodlight

This switch (3) controls the lighting level of red floodlights providing general lighting for the consoles. Three settings are available: DIM, MED and BRT.

💡 To turn them off, place the switch in DIM and the Console Knob in OFF.

💡 Floodlights for the Instrument Panel are found on the right wall.

Warning Light Test Switch

The Warning Light Test Switch (4) (Marked WARN LT TEST) is a three-position switch; in the WARN LT TEST position, confirms function of the various emergency indicators in the cockpit.

In the STBY COMP position, it illuminates the light for the Standby Compass.

Both functions are deactivated when the switch is placed in the OFF position.

Aft Section

The aft section of the right console has navigation equipment and controls for exterior lighting.

Compass Control Panel

Manages essential controls for the proper operation of the AJB-7 azimuth system. Essential for accurate azimuth output to instruments like ADI, HSI, BDHI, but also to the rear seat attitude indicator, autopilot, and bombing computer.

Mode Selector Knob

Switches (2) between different operating modes — Compass, DG (directional gyro), and Slaved. It also has a spring-loaded SYNC position for fast synchronization of the azimuth system based on the compass flux valve signal. The flux valve is an electronic sensor in the aircraft's left wing that detects magnetic fields to provide the primary reference for magnetic heading. However, it is very sensitive to changes in the aircraft's attitude and even minor accelerations.

Hemisphere Switch and Latitude Control Knob

Adjusted to set the aircraft's hemisphere and latitude in the DG Compass System mode, when operating with the STBY reference system. The hemisphere is determined by rotating the screw (6) above the latitude knob. When the PRIM reference system mode is active, setting a latitude other than zero will cause errors by doubling drift compensation due to INS corrections.

Set Heading Control Knob

Push-to-turn knob (1), spring-loaded to return to the center, permits manual adjustment of the azimuth, crucial when operating in the DG mode.

Sync Indicator

Displays (4) the azimuth deviation between the flux valve signal and the internal reference system.

Exterior Lights Control Panel

This panel contains controls connected to most of the exterior lighting:

• 3 position lights (green, red, white)
• 2 wingtip join-up lights (green, red)
• 3 fuselage lights (white)
• anti-collision tail light with 2 lamps (red)

Three switches labelled Fuselage, Tail and Wing control brightness of the lights between BRT (Bright), DIM and OFF.

To ensure lights are available even in case of power failure conditions, the BRT and DIM selections are routed through different buses:

For further information about the lighting see the 3.9 lighting chapter.

Fuselage Switch

The three position switch (1) controls the three white fuselage lights.

Additionally, if set to BRT and the Flasher Switch is set to FLASH, both anti-collision lights illuminate.

Tail Switch

The three position switch (3) controls the position light on the tail.

Wing Switch

The three position switch (4) controls two of the three position and the two join-up lights on the wingtips.

Flasher Switch

A three position switch (2) that can be set to OFF, STEADY or FLASH to additionally control the setting for:

• one of the two anti-collision lamps
• tail position light
• fuselage lights

If set to OFF, the controlled lights are OFF regardless of their respective switches. In the STEADY position, they light up corresponding to the selected brightness. The FLASH position lets the controlled lights phase from the set brightness to a low brightness and back.

Airborne Video Tape Recorder

The AVTR system is installed in the rear section to the right of the seat. It is primarily controlled by the WSO and records the intercom sound, as well as the rear radar screen.

Footage is recorded on a standard u-matic S cassette, which can be removed and replaced using the EJECT Button (1) on the top left of the box. The UNTHREAD button (2) next to it is used to unthread the tape of the cassette back to the start, causing it to overwrite previously recorded footage.

The cassette can record up to 20 minutes, indicated on the small display labelled ELAPSED TIME (3).

See 9.6 DCS Recorders for details on how to access the footage.

💡 Our simulation of the AVTR also doubles as music player, see Tape Player for details.

Right Wall

The right wall features the main circuit breakers and lighting controls.

Canopy Manual Unlock Handle

The manual unlock handle is used in the event of pneumatic system failure.

The handle, when pulled aft, unlocks the canopy so that it may be pushed open. Before manual unlocking of the canopy, the normal control lever must be placed in the OPEN position.

For normal operation, the handle should be left in the forward position.

If the canopy is not properly locked, the CANOPY UNLOCKED warning light on the telelight panel illuminates.

Flight Instrument Lights Intensity Panel

The Instrument Lights Intensity Panel has six knobs that allow to independently change illumination intensity on the following indicators for both cockpits:

• Airspeed/Mach Indicator (2)
• Attitude Director Indicator (4)
• Angle of Attack Indicator (1)
• Vertical Velocity Indicator ((5))
• Altimeter (6)
• Horizontal Situation Indicator (3)

The base intensity of all indicators is controlled with the Flight Instrument Light knob.

🚧 These knobs will be made available later during Early-Access.

Formation and Indexer Lights Control Panel

Control of the formation lights, which are found on the wing tips, both sides of the vertical stabilizer, and along the fuselage forward and amidship, is performed using the three position switch (2) and rotary knob (3) on this panel. The switch has positions for MOM (momentary), OFF, and ON. The variable control knob provides relative illumination levels at five positions: OFF, DIM, MED (medium), BRT (bright), and JOIN UP.

Also on this panel is the Indexer Lights brightness knob (4), which controls relative illumination of the AoA indexers on both sides of the windscreen. Marked positions are DIM and BRT (bright), with the highest level to the right of the knob.

The fuze cap (1) contains the fuze.

For further information on the lighting see the 3.9 Lighting chapter.

Circuit Breaker Panel

Contains seven circuit breakers responsible for flight control surfaces and other systems important for safe operation of the aircraft.

• AIL Feel-Trim (1)
• STAB Feel-Trim (2)
• Speed Brake (3)
• Landing Gear (4)
• Flaps (5)
• Trim Controls (6)
• Rudder Trim (7)

If a circuit breaker is popped, the corresponding system does not receive power and cannot be operated anymore.

Emergency Floodlights Panel

This auxiliary panel has various controls for lights and also audio.

Stall Warning

The Stall Warning knob (1) controls the volume of the AoA tones that play when flying at certain angles.

Under certain conditions, the system can override the volume to ensure the cue is always audible in dangerous situations.

Standby AI

This knob (2) used to control the brightness of the Standby Attitude Indicator (SAI) lights, but has been replaced by the SAI Panel on the left wall.

Instrument Flood

The three position switch (3) controls the lamps illuminating the instrument panels in both cockpits simultaneously in red light.

For further information on the lighting see the 3.9 Lighting chapter.

ML Audio

This knob (4) controls the volume of the Missile Launch System that plays tones to warn the pilot about being under attack.

Stick and Seat

Stick

A control stick is provided in both cockpits, with near-uniform switchology between the two.

The stick can be hidden by clicking on its base.

Trim Hat

A Trim Control (1) is found on both sticks to provide force reduction and minor flight path correction in the pitch and roll axis.

Trigger and Bomb Button

Weapons are deliverable through both a trigger switch (3) (for air-to-air missiles and the gun) and a Bomb Release Button (2).

The first stage of the trigger activates the gun camera for recording forward footage.

Air Refueling Release Button

Unique to the front cockpit control stick is the Air Refueling Release (ARR) Button (4) located on the left side of the stick. It is a dual-role control that performs the boom disconnect function its name implies, as well as a number of weapon selection functions.

See 3.2.2. Fuel System for details.

Nose Wheel Steering Button

Both sticks carry a Nose Wheel Steering (NWS or also NGS) button (5) that doubles as a radar auto-acquisition control for the radar in visual range combat, and sensor focus control for video-directed air to ground weapons.

Holding the button down permits the crew member to steer the aircraft using the rudder pedals. See 3.1.3 Gear & Ground handling, Nose Gear Steering section for details.

Emergency Quick Release Lever

An Emergency Quick Release lever (6) on each stick is available to immediately deactivate the anti-skid system, the automatic flight control system (AFCS), stability augmentation (STAB AUG) and the aileron-rudder interconnect (ARI).

See 3.1.3 Gear & Ground handling, Anti-Skid section for details.

Seat

The seat allows the crew to eject out of the plane by pulling either the cord between the legs or above the head.

See the 3.13 Emergency system section for details on the seat and ejection mechanism.

Drag Chute Handle

Additionally, it features a handle on the left side to control the drag chute.

The chute is applied to reduce landing rollout, or as an aid in spin recovery, the drag chute handle is pulled back to deploy the chute, and, once deployed, a button on the handle is pressed while pulling the handle back further to jettison the chute.

Once jettisoned, the handle is released back into its normal position.

See 3.1.3 Gear & Ground handling, Drag Chute System section for details.

Seat Position

The vertical position of the seat can be changed in either direction for about 5cm using this spring-loaded switch on the right side of the seat.

For landing, it is advisable to put the seat in the most upward position for better visibility.

Operation of the motor must be limited to 30 seconds within 10 minutes to prevent it from overheating and breaking.

WSO Cockpit Overview

Layout

Upfront Indicators

The front of the canopy provides the WSO with all relevant flight instruments and gauges.

Standby Magnetic Compass

A standard magnetic compass for backup navigation assistance should the primary flight director systems fail.

The compass should only be used in level flight. Compass deviation cards are found above the right canopy sill on each cockpit.

Command Ejection Select Handle

Used to select single or dual ejection as commanded by the WSO. In the vertical position (valve closed), initiation of ejection by the WSO ejects only the rear seat. With the valve handle in the horizontal (open) position, a WSO initiating ejection will extract both crew members.

Course Indicator

Used during an ILS approach, displays localizer and glide slope deviations represented dots (3) — 1 dot equals 1 1/4 degrees for course and 1/4 degree for glide slope.

The heading pointer (1) indicates the aircraft's heading relative to the selected course set by the knob (4) on the lower left.

Does not function with TACAN or VOR. OFF flags display on signal loss.

Marker Beacon Lamp

The lamp on the top right (2) illuminates whenever flying over a marker beacon station, provided the VOR/ILS system has been activated. Additionally, an audio cue is played through the intercom system.

The lamp can be rotated to dim and pushed to test.

See VOR/ILS System for details.

KY-28 Mode Indicator

Two lamp indicator illustrating current KY-28 operating mode- P (1) indicates plain (unencrypted) mode transmission, whereas C (2) indicates cipher (encrypted) mode transmission.

💡 UHF communications require the system be in Plain mode, even with system power off, barring usage and monitoring of guard channel.

Master Caution Light

A repeater of the front cockpit Master Caution light, provides warning to the WSO that a caution condition exists and the telelight panel needs to be checked for cause to rectify the situation.

💡 There is no separate reset button for the WSO. The Pilot has to reset the Master Caution if it occurs.

Shoot Light

Illuminates when missile firing parameters are met. Does not illuminate when in Visual Intercept (VI) or Air-to-Ground modes.

RWR Azimuth Indicator

The Radar warning receiver Azimuth Indicator shows all Radar sources that are visible to the Radar warning receiver. The knob on the lower left controls the brightness of the display.

Left to it is a box with several knobs to operate the system.

For further information and button explanation see the Radar Warning Receiver chapter.

Target Contrast Switch

Used to select the appropriate contrast conditions for seeker acquisition with the AGM-65A Maverick and AGM-65B Maverick.

This does not change the polarity of the video but the coding of the seeker itself.

ML Audio Knob

Controls the volume of the Missile Launch System that plays tones to warn the WSO about being under attack.

Angle of Attack Indexer

A pair of indicators to the left and right that provide quick confirmation of current aircraft AoA state based on illuminated position and color.

Can also indicate weapon steering cues and an aural tone system backs up the indication with audible cues. See Angle of Attack System for details.

💡 The AoA Indexers are only lit with the right gear down.

APX-81A Activity Lights

Right next to either AoA Indexer is a light that indicates activity detected by the APX-81A Combat Tree system.

Illuminated each time the system detects being interrogated by other aircraft.

💡 Due to engine limitations, this is not simulated in-game.

Range (VISIDENT) Indicator

Displays accurate radar range information inside 2 miles (12000ft) and range/rate information inside 9000ft, when lock-on exists in Visual Intercept, B NAR, or B WIDE mode. When AIR-GRD is selected, the indicator is disabled.

8-Day Clock

A clock is provided for the WSO, including a stopwatch function. The watch features a hour and minute hand, and can be set by turning the knob (1) on the left lower corner. The stopwatch function is activated by pressing the top right button (2), it features a minute and second hand. The stopwatch needles are reset by pressing the top right button again.

Accelerometer

Calibrated from negative 4 to positive 10 in units of G, with three pointers - one for current applied load, the other two show maximum positive and negative G applied during the flight. Pressing the PUSH TO SET button will reset the maximum position indicators to 1 G.

Turn Indicator

A 4-minute turn indicator, utilizing a conventional horizontally mounted gyro, accurately displays standard turn rates, resembling a conventional turn and slip indicator.

To execute a controlled turn (360° in 4 minutes), place the vertical needle over one of the indicators on either side (turn rate of 1.5 degrees per second) and ensure the slip indicator at the bottom is centered to prevent over- or under-turning due to incorrect bank.

Navigation Mode Selector Switch

Selects the respective mode for the two BDHI needles.

Ground Speed Indicator

Provides the aircraft's ground speed in knots, and is calibrated from 0 to 1999 knots. Requires INS for accurate presentation. If INS off, can register any value of up to 150 knots when motionless on ground.

True Airspeed Indicator

Provides the aircraft's true Airspeed in knots, and is calibrated from 150 to 1500 knots; airspeeds below this range are thus not reliable.

UHF Remote Channel Indicator

Provides the current selected channel value when the radio is set to PRESET. Otherwise, the indicator displays M if the radio is set to Manual, G when the COMM function is set as GUARD/ADF, or A when the A-3-2-T switch is in A.

Vertical Velocity Indicator

Provides rate of climb or descent via the static pressure system referenced in thousands of feet per minute.

Altimeter

A counter-pointer style altimeter, with thousandths in the counter window (4) and 100 foot increments around the face (5). The altimeter has an absolute range of 80,000 feet. The altimeter includes a barometric scale (3) for setting local pressure with the knob (1) on the indicator.

Works in either electric (normal operation mode) or pneumatic (STBY) mode, switchable via a spring-loaded three position switch (2) labelled RESET and STBY.

When held in RESET for more than 3 seconds the system will be reset and moved out of STBY.

Attitude Indicator

The AJB-7 provides attitude information to the Attitude Indicator found on the rear cockpit instrument panel regardless of the Reference System Selector Switch position.

A trim knob provides the ability to adjust the attitude sphere to reference the aircraft correctly.

Should power be disconnected from the indicator or AHRS, the OFF flag will display.

Airspeed and Mach Indicator

The combination airspeed and mach number indicator shows airspeed readings below 200 knots, and include Mach numbers on the outer ring at high speed. The indicator uses a single pointer over a fixed airspeed scale, marked from 80 to 850 knots, with a moving Mach scale presenting from Mach 0.4 to 2.5.

A pair of movable reference markers is available with the knob (4) on the face of the gauge, with speed reference available between 80 and 195 knots, and the Mach index pointer being able to be set between the 225 knot and 850 knot regions relative to the airspeed gauge.

The (1) needle and the inner ring refers to the airspeed in knots. The (2) needle and the respective outer ring refers to the Mach scale. Both move along dynamically according to the Airspeed. The (3) area refers to the airspeed scale before the mach scale starts.

Bearing Distance Heading Indicator (BDHI)

The Bearing Distance Heading Indicator, or BDHI, presents navigation information as entered by the WSO, provided with two needles (termed the No 1 and No 2 pointers). See Navigation Mode Selector Switch for Needle Explanation.

When the upper position of the Navigation Mode Selector Switch is selected by the WSO to TACAN/ADF/UHF, the no. 1 pointer indicates UHF bearing, and the no. 2 pointer indicates the TACAN bearing. If there is no TACAN signal, both pointers indicate the ADF bearing.

With the middle position selected - VOR/TAC, the no. 1 pointer indicates the VOR bearing, the no. 2 pointer indicates the TACAN bearing, and the range indicator provides distance to the TACAN station. In the absence of a TACAN signal, both pointers indicate the VOR station.

In the lower position, NAV COMP, the no. 1 pointer indicates bearing to the navigation computer target coordinates, and the no. 2 pointer indicates magnetic ground track.

A vertical readout (3), the range indicator notes distance to the selected target depending on the Navigation Mode Selector Switch.

Tachometers

A percentage-noting Tachometer is provided for each engine, including an inset wheel for accurate display of single digits. Normal values are 65% for idle, 95% in full MIL power and 105% for full afterburner.

Canopy Unlocked Warning Lamp

Illuminates when canopy is unlocked. To reset the lamp close and lock the rear canopy.

Inertial Nav Sys Out Lamp

Illuminates when INS system is in a failure state. To reset the INS refer to the 3.3.2 Inertial Navigation System chapter.

Radar CNI Cool Off Lamp

Illuminates to indicate an over-temperature situation in the avionics cooling system, most likely caused by a bleed air duct failure.

If the light is illuminated, reduce the airspeed and wait 15 seconds. Then press the CNI cooling reset button next to it.

Should the light stay illuminated remain at reduced power and speed and land as soon as practical.

Cooling Reset Button

Resets the CNI cooling system.

Left Sub-Panel

The left sub-panel contains the AVTR, Gun Camera, air-to-air indicators (1), the emergency landing gear handle (2), the emergency brake handle (3), the APX-80A control panel (4), the WSO oxygen regulator panel (5) and the slats and flaps indicators for the WSO (6).

Gun Camera Switch

The two position switch (1) activates recording of gun camera footage.

Air to Air Light

Illuminates (2) when CAGE mode activated; pressing the light reverts the radar to the original operating condition prior to CAGE entry.

Video Select Button

Push button (3) that alternates between WEAPON, such as AGM-65 Mavericks, and ASQ-153 (targeting pod) television video on the radar scope display when in TV mode.

AVTR Control

Controls the Airborne Video Tape recorder system which records the intercom sound, as well as the rear radar screen.

For further information about the Recorder system see 9.6 Recorder.

AVTR Switch

With the switch (6) in the RECORD position, footage is recorded on the cassette and the RCD light illuminates. The STANDBY position pauses recording, while the OFF position will additionally automatically unthread the tape back to the beginning after 10 seconds.

AVTR Tape Timer

The cassette can record up to 20 minutes of footage, indicated in the small display (5) labelled MINUTES.

EOT Light

Once the end of the tape has been reached, the EOT light (4 lower half) illuminates and the tape must be unthreaded before it can record again.

RCD Light

Lit (4 upper half) to indicate the AVTR system currently recording.

Emergency Landing Gear Handle

Deploys the landing gear using a pair of compressed air bottles; handle cannot retract gear, only deploy in an emergency.

Emergency Brake Handle

In an emergency, discharges a portion of the brake system hydraulic accumulator to provide emergency braking. Contains a limited number of applications.

APX-80 Control Panel

The AN/APX-80 combines the IFF Interrogator System APX-76 and the Combat-Tree system APX-81A. It is used to identify whether an aircraft is friendly or hostile.

See Interrogator Systems for details.

Code Buttons

The first digit of the code display (3) indicates the current IFF mode, which can be either of:

• Off (white square)
• Mode 1
• Mode 2
• Mode 3
• Mode 4/A
• Mode 4/B

💡 In DCS, only Mode 4 (either A or B) is effective and can be used for interrogation.

The other four digits are used to set the IFF code to interrogate for Modes 1 to 3.

The buttons below and above the display are used to decrement and increment the corresponding setting respectively.

Challenge Lamp

This dimmable push-to-test lamp (1) illuminates to indicate IFF active interrogation with the APX-76 system.

Test/Challenge Code

Switch (2) that, if set to OFF, turns off the APX-76 interrogation system. In the CHALLENGE position, it can be used to interrogate.

TEST is used to test the system. If the lamp above lights up, the test was successful.

Anti-Jam

This switch (7) could be used for anti jammer measurements on some systems, but was never installed and connected on this variant of the F-4E.

Test/Challenge Lamp

This dimmable push-to-test lamp (6) illuminates to indicate active interrogation with the APX-81A Combat-Tree system.

Test Button

The push button starts the built-in test of the APX-81A Combat-Tree system.

Mode 2

This switch (5) is used to set Combat-Tree Mode 2 either in ACTIVE, PASSIVE or OFF types.

Mode 3

This switch (5) is used to set Combat-Tree Mode 3 either in ACTIVE, PASSIVE or OFF types.

Mode 4

This switch (4) is used to set Combat-Tree Mode 4 into ALARM or OVERRIDE types.

This functionality was never installed and connected on this variant of the F-4E.

WSO Oxygen Regulator Panel

Supply Lever

Two position switch (1) (ON and OFF) activating flow of oxygen to the mask. For further information see 3.7 Utility chapter, Oxygen section.

Diluter Lever

A two position (2) diluter lever, in the center of the regulator panel, controls the mixture of air and oxygen.

For a proportional amount of air to oxygen, the NORMAL OXYGEN position should be selected.

For pure oxygen, the 100% OXYGEN position should be selected. This setting is preferable if fire, toxic smoke or fumes occur in the cockpit.

Emergency Flow Control Switch

Three position switch (3) which permits selection of NORMAL (standard supply), EMERGENCY pressure (100% oxygen with continuous positive pressure) or TEST MASK (positive pressure to test the face mask for leaks).

The Emergency Lever should remain in the center (NORMAL) position at all times, unless an unscheduled pressure increase is required.

Flow Indicator

Alternates (4) between black and white with each aircrew member breath to indicate oxygen flow (white indicates inhalation).

Oxygen Pressure Gauge

Indicates (5) oxygen supply pressure from 0 to 500 psi.

For further information see 3.7 Utility chapter, Oxygen section.

Landing Gear/Flap Indicator Panel

Displays current status of landing gear, flaps, and slat position.

Landing Gear

Status noted with the word UP (up), a barber pole illustration (in transition), or an icon of a wheel (down) relative to current position.

See the 3.1.3 Landing gear chapter for more information.

Slats

Status noted with the word IN and OUT.

Flaps

Status noted with the word UP (flaps up) or (DN) (down). When transitioning, may show a barber pole illustration. When transitioning back to the UP position, the indicator does not change until the flaps are fully retracted.

See the 3.1.2 FLight Controls & AFCS, Slats and Flaps section for more information.

Left Console

The left console is further divided into 4 sections.

Front Section

Intercom Control Panel

Volume Control Knob

Turned clockwise (1) to increase audio between cockpits, and counterclockwise to decrease audio between cockpits on the intercom.

Function Selector Switch

A three position switch (3) used to set the mode of the intercom.

Amplifier Select Knob

Determines current amplifier (2) for intercom function.

Control Monitor Panel

Tests and monitors the APQ-120 Radar.

Cords Light

Not used in the F-4E.

Temp Light

Illuminates (7) amber to indicate an over-temperature situation in the nose radar avionics bay. Under normal circumstances, an overheat condition requires setting the radar power to OFF. If circumstances require continued use, the light should be monitored regularly.

Meter Selector Knob

A sixteen position rotary knob (1) used in conjunction with the Test Knob, with each position having two values- an outer SIGNAL value, and an inner VOLT value. Selection of which value determined by the Meter Switch.

Monitor Meter

Provides voltage, current, and signal indications (2) based on current Meter Switch and Meter Selector Knob settings.

Test Knob

An eleven position rotary knob (3) used with the radar power knob in TEST to perform system BIT checks of the APQ-120 Radar. Basic test function noted below; procedural functionality is found in the applicable BIT test section (Air-To-Air Bits, Air-To-Ground Bits).

Meter Switch

A two position switch (4) that determines which set of values are utilized from the Meter Selector Knob for the applicable test sequences; VOLT selects the inner ring of Voltage referencing values, whereas SIGNALS uses the outer ring of SIGNAL reference values.

Vc Switch

A two position switch (5) that changes the scale factor of the range rate presentation. DSCG aircraft must leave the switch in 2700, else the Vc presentation will be in error.

Stab Switch

A three position switch (6) that changes the antenna stabilization mode.

Center Section

The center area of the left console features the radar control and countermeasure panel.

Radar Set Control Panel

See Radar Set Control Panel section for more detailed description of all the functions below.

Power Knob

Five position rotary switch (1) controlling power state of the APQ-120 Radar.

See the Radar Power Section for more details.

Polar Switch

The three position switch (3) controls polarization of transmitted radio frequency energy. LIN should be used in normal conditions, CIR 1 and CIR 2 can be used to reduce precipitation clutter at the expense of increased ground clutter.

See Radar Polarization Knob Section for more details.

Range Knob

The rotary switch (2) is used to select range sweep of 5, 10, 25, 50, 100, or 200 mile ranges on both radar displays. Ranges up to 50 are displayed on the range lamp.

See the Radar Range Knob Section for more details.

Maneuver Switch

The two position switch (4) controls radar tracking acceleration response. LOW sets a limit on antenna acceleration and HI removes acceleration limit.

See Radar Maneuver Knob Section

Bar Scan Switch

The two position switch (5) selects elevation scan pattern between 1 and 2 bars. Only RDR-B modes can make use of 2 bars.

See Radar Scan Switch Section for more details

Aspect Knob

The rotary switch (6) is used to program the AIM-7 with a predetermined simulated Doppler instead of actual received Doppler, so that the WSO can provide an estimated correct speed-gate for the Sparrow when not tracking.

See Aspect Knob Section for more details

Receiver Gain Knobs (RCVR GAIN)

Coarse (outer ring, 8) and Fine (inner knob, 7) gain control for the radar receiver. Larger values result in more noise and can cause display to become saturated. Lower values may result in lower detection ranges.

See Receiver Gain Knob Section for more details

Track Switch

The three position switch (9) selects range tracking type for use in heavy clutter environments, or automatic tracking under normal circumstances.

See Radar Track Switch Section for more details

Display Knob

The rotary switch (10) sets the display type of the radar scope to access specific mode functionality in conjunction with the Mode knob. The types are as follows:

Manual Vc Knob

A 12 position switch (12) used to apply estimated range rate of closure (clockwise, 0-9), or estimated opening of range (counterclockwise, 0-2) against a target in manual track mode.

The numbers are multiplied by 100 knots while closure means closing in to the F-4 and opening means the target is flying away from the F-4.

See MAN Vc Knob Section for more details

Pulse Switch

Three position switch (11) controlling radar pulse width and pulse repetition frequency (PRF).

See Pulse Switch Section for more details

Mode Knob

A six position rotary switch (14) that determines the current base mode of operation of the radar.

💡 Beacons are currently not implemented in DCS and thus can't be used

See Mode Knob Section for more details

Skin Track Light

Lamp (13) that illuminates when a track is attained with range data. In the event of HOJ or a range memory situation, the light will go off. Accompanied on the rear DSCG radar scope with the T symbol that illuminates under the same circumstances.

Throttles

The throttle arrangement for each engine in the F-4E Phantom II is located on the front and rear cockpit left console. Mechanical linkage transmits throttle movement to the engine fuel control. The rear cockpit throttle does not enable the afterburner. Located on the rear throttle is a speed brake switch and a mic switch.

Speed Brake

The Speed Brakes are actuated by a three position switch (1) found on the inboard throttle in both cockpits. Either switch will actuate the brakes. The positions are Out, Stop, and In; the Out position is momentary and reverts back to Stop when released.

For further information see the 3.1.2 Flight Control Surfaces chapter.

Mic Switch

The microphone switch (2) for the Intercom System is the aft position on the inboard throttle grip in both cockpits. When using the intercom, all audio sans the pull-up tone, stall warning, and ECM are reduced (same as RADIO OVERRIDE). In the fwd position the switch will enable transmitting over radio.

AN/ALE-40 Cockpit Control Unit (CCU)

The CCU is a primary control panel of the Countermeasures System.

It is used to select different modes of operation and gives the WSO the ability to dispense countermeasures.

For further information see CCU.

Dispense Button

The push button (1) initiates chaff/flare dispensing as selected by Cockpit control unit and AN/ALE-40 programmer

Ripple Switch

Guarded by a cover (2), when positioned ON, dispenses flares at rate of ten per second until dispensers are empty, so long as flaps and speed brakes are retracted.

💡 After around 10 seconds, all flares have been dispensed.

Counters

Indicate quantity of chaff (3) and flare (6) cartridges remaining, respectively.

They are automatically set by the ground crew when rearming.

Chaff Mode Knob

A rotary switch knob (7) that controls the amount of dispensed chaff.

Flare Mode Knob

A rotary switch knob (4) that controls the amount of dispensed flares.

Indicator Lights

Illuminates (5 and 8) whenever a mode is selected on the respective countermeasure mode knob.

Can be rotated to dim and pressed to test.

Aft Section

The aft section of the left console holds communication and navigation controls.

TACAN Control Panel

The TACAN Control Panel is used to enter the desired TACAN channel, mode, and audible volume for the monitoring of said channel by the aircrew. The panel is duplicated in both cockpits, and the panel in command of the TACAN receiver is selected with the NAV CMD button of the Communication Control Panel.

Channel Knobs

On the control panel there are two Navigation Channel Control knobs (7, 4 and 3), with the left (7) controlling the first two digits of the channel value (hundreds and tens), and the right (4 and 3) controls the single unit (ones) values. The right knob also includes an outer ring which sets the X or Y value for the desired TACAN channel.

Test Button and Lamp

Between these two knobs is the TEST button (6), which performs the ground testing cycle after warmup, and can also be used to perform an in-flight confidence test of the system's performance.

The lamp above the button illuminates to indicate test status.

See 7.19.4 Navigation test procedures chapter for further information.

Volume Knob

To the upper right, the VOL knob (2) is available to set the desired audio level for the received TACAN station.

Function Selector

The TACAN Function Selector Knob (1) determines the presentation and type of information provided on the HSI, ADI, and BDHI, respectively.

💡 Air to Air TACAN functionality requires the channel to be set 63 channels above or below the cooperating aircraft, but on the same range- X or Y. So a tanker on 123Y should be set to 60Y in the F-4.

Communication Control Panel

The Communication Control Panel provides selection and mode of the UHF radio in the aircraft.

Command Buttons

The panel is duplicated in both cockpits, and control over the radio is determined through pushing the COMM CMD Button (10) in the respective seat; the button will illuminate green (9) in the seat in priority. In the same fashion, the NAV CMD button (7) dictates which seat has control of the TACAN settings; its button will also illuminate (8) on the panel of the seat that has command (control) of the system. Each press of a command button will toggle who is in command of the system.

Radio Volume

Beneath the COMM CMD button is the radio volume (11) for the respective seat.

Squelch Switch

Close to the NAV CMD button is the Squelch switch (6), which enables or disables receiver squelch.

Frequency and Channels

The A-3-2-T Selector knob (5) sets the first digit of the manually selected frequency (3 or 2) of the UHF radio.

💡 Due to engine limitations, modes A and T, belonging to the HAVE-Quick functionality, are not simulated.

The four Frequency Selection Knobs work in concert with the A-3-2-T knob and Preset/Manual switch. Frequencies are entered beginning with the 3 or 2 selection on the A-3-2-T Selector, and can be entered from 225.00 to 399.975 MHz in increments of 0.025. With the Preset/Manual switch (4) in the Manual position, the UHF radio is directly set to the displayed channel. In the Preset position, the set channels can be entered into the COMM CHAN memory, with the desired position selected with the Comm Channel Control knob (12) (the smaller knob to the left of the Preset/Manual switch), and displayed in the COMM CHAN window. Channels can be stored in the displayed channel preset with the SET pushbutton. Once stored, channels are directly selected using the Comm Channel Control knob with the Preset/Manual switch in the Preset position.

Directly underneath the Comm Channel Control Knob is the Aux Channel Knob (13) and Indicator. This knob is used to access 20 common preset channels that cannot be changed in the cockpit.

The Aux Volume Control knob (1) on the lower right of the panel raises and lowers the volume of the Aux receiver channel.

The Set button (14) can be used to save the channel frequency that is currently selected by the Frequency knobs. The frequency will be saved as the currently selected channel.

Tone Button

The Tone Pushbutton (3) is used for transmission of a Time of Day (TOD) signal along with a tone to friendly aircraft requiring a Time of Day update for proper HAVE-Quick functionality.

💡 Due to engine limitations, the tone button, belonging to the HAVE-Quick functionality, is not simulated.

Comm Function Selector

The Comm Function Selector Knob (2) determines the current configuration of the radio system.

Cockpit Altitude Gauge

Displays the current pressure inside the cockpit as a means of equivalent effective cabin altitude above mean sea level in 1000 of feet.

That is, if the gauge reads 5, the pressure inside the cabin is equivalent to an altitude of 5000 ft altitude MSL.

To prevent sickness and hypoxia, the pressure should be observed and oxygen supply adjusted accordingly:

See 3.7 Utility chapter, Oxygen section for further information.

Oxygen Quantity Gauge

It has a range from 0 to 10 liters. Loss of electrical power is indicated by appearance of a power-OFF flag on the instrument face.

VOR/ILS Volume Control

The volume control consists of two knobs: one square knob (1) adjusts VOR and localizer audio, while the round knob (2) controls the marker beacon audio.

See 3.3.4 VOR/ILS Chapter for further information.

Left Wall

Emergency Canopy Jettison Handle

Used for emergency ground extraction, the Emergency Canopy Jettison Handle releases a compressed oxygen cylinder to open the respective canopy immediately, shearing it off at its pivots.

Canopy Control Switch

Used to open (aft) or close (forward) the WSO canopy.

Emergency Flaps Handle

Used for emergency deployment of the slats and flaps from the rear cockpit, and is activated by pulling the handle aft. Pneumatic system powering extension of the slats flaps system only functions one time. Extend regardless of airspeed; however, flaps will not fully deploy above 230 knots due to air loads on control surfaces. Will deploy fully when slower.

LABS Panel

Aural Tone Volume

Knob (1) to control the volume for weapon tones, such as the Sidewinder seeker head.

Pull Up Tone

Switch (2) to toggle the tone played by the Pull-Up system.

Pedestal Group

This area behind the stick contains the radar screen (1), the DSCG controls (2) as well as the controls for the targeting pod (3).

Digital Scan Converter Group (DSCG)

The DSCG displays radar, weapon and targeting pod video footage.

The glare shield cover can be removed by clicking on it.

Grid Knob

This knob, located on the top left above the glare shield, controls brightness of the display grid on the visual field of the DSCG display; clockwise increases brightness, counterclockwise decreases.

Scale Knob

Located on the top right, above the glare shield, controls brightness of the bezel range scales surrounding the DSCG display; clockwise increases brightness, counterclockwise decreases.

H - Home on Jam Lamp

Light inside the top left corner of the glare shield, illuminates when the radar has achieved angle tracking in Home on Jam mode.

T - Track Lamp

Light inside the top right corner of the glare shield, illuminates when a standard radar lock on is achieved. Will go out in the event the radar falls back to memorized range and rate information should the lock be lost.

Cursor RNG (Range)

The Cursor RNG knob (2) increases (clockwise) and decreases (counterclockwise) the relative brightness of the hemispherical Along Track range cursor in MAP PPI and Beacon PPI modes on both displays (WSO and Pilot).

Cursor OFS (Offset)

The Cursor OFS knob (4) increases (clockwise) and decreases (counterclockwise) the relative brightness of the Cross Track cursor in the MAP PPI and Beacon PPI modes on both displays (WSO and Pilot).

Contrast Knob - CONTR

The Contrast knob (1) controls relative contrast level of DSCG display; clockwise increases contrast, counterclockwise reduces contrast.

Brightness Knob

The Brightness knob (3) increases (clockwise) and decreases (counterclockwise) the brightness of the overall scope display.

Mode Knob

The rotary mode knob (5) sets the current mode of the DSCG components.

Target Designator Control Set

This is the main panel to interact with the Pave Spike Targeting Pod.

Reticle brightness

The knob (1) controls contrast of the TV reticle from black (full counter-clockwise) to green (full clockwise). Should be set to attain maximum contrast in the display window during the designation and attack procedure.

Boresight knobs

Three knobs (2,3 and 4) to control the boresight position of the pod in azimuth, elevation and roll within 2.5 degrees in either direction.

Azimuth and Elevation can best be calibrated in the 12-VIS mode, while roll is best calibrated in 9-VIS.

💡 Normally the Pod is correctly calibrated by the ground crew before getting into the plane, but can drift due to combat damage or high G maneuvers in which case a recalibration by the WSO is needed.

See 3.11.5.6. Boresight Procedure for details.

Stow Button

Alternating presses (5) un-stows and stows the Pave Spike pod head. The head is stowed when the button is illuminated.

When un-stowed, the pod will move accordingly to the selected acquisition mode.

To prevent damage to the system, the pod must be stowed during takeoff, landing and any High-G maneuvers.

🟡 CAUTION: The stowed position is held electrically only and without power, the pod swings freely and gets damaged when forcefully bumped into its gimbal limits.

Laser Ready Select Button

Pushing the button (6) enables designator laser firing if illuminated after pressing.

Light remains off if interlocks (nose gear up and all pod functions working) inhibit use. Subsequent press deactivates laser system.

Power On Button

Applies (7) power to the targeting pod when pressed and released. Selected again to power off targeting pod. Button lamp will turn off once head is stowed.

To prevent damage to the system, whenever equipped, power to the system should be turned on even when not using the pod.

BIT Selector Button

Pressed (8) to advance to the desired BIT mode as displayed in the adjacent window.

BIT 1 is the regular mode of the pod and must be selected for normal operations.

Light Brightness Knob

The rotary knob (9) controls brightness of all lamps on this panel, except the Overheat lamp.

Reject/Override Button

When the pod detects a too huge discrepancy between the laser measured slant range and the INS based computed ranged, it automatically rejects former and prefers latter.

In this case, the button (10) can be used to force the use of the laser measured slant range instead.

Acquisition Mode Selector Switch

Three position switch (11) determining the pods main operation mode.

WRCS Out

If lit (12), the WRCS is not integrated into the pod and functionalities requiring its integration are not available.

Can be pressed to manually disengage or engage integration, unless it was disintegrated by other means.

BIT Status Indicator

Illuminates (13) based on completion of the selected BIT process; GO confirms functionality, MALF shows BIT failure for a given test cycle.

Overheat Lamp

The OVHT lamp illuminates (14, upper half) to indicate an overheat condition in the pod.

To prevent damage, turn off the pod and give it some time to cool before further use. Ignoring the lamp will cause parts of the pod to melt, damaging it irreparably.

To prolong use of the pod and prevent overheating, limit slow and low-level flight, as well as continuous use of the laser. As a rule-of-thumb, do not use the laser for longer than 15 minutes without allowing for cooling between uses. Limit continued slow and low level flight while operating the pod to 30 minutes. For extreme outside temperatures, adjust the limits accordingly.

INS Out

If lit (14, lower half), the INS is not integrated into the pod and functionalities requiring its integration are not available.

Can be pressed to manually disengage or engage integration, unless it was disintegrated by other means.

Rudder Pedal Adjustment Crank

Used to adjust ergonomic position of the rudder pedals forward or back from the WSO.

Requires 12 full turns to move the pedals across the entire range.

Right Sub-Panel

The right sub panel contains controls for jamming, encryption and various settings for manual bomb delivery.

Eject Light/Switch

The EJECT light provides a positive visual command from the pilot to the WSO to prepare for ejection. The light is controlled only from the front cockpit. If the EJECT lamp in the front cockpit is pressed it signals the WSO to prepare for immediate ejection.

💡 Only the pilot can signal ejection. If the WSO presses the light, it serves as a lamp test only and does not trigger the pilots lamp as well.

KY-28 Controls

Controls for the KY-28 encryption system. For further information see the Encryption chapter.

ECM Controls

Controls for the electronic counter-measurement and jamming system.

The left panel is connected to any pods carried on left stations, the right panel to stations on the right.

Interpretation of the modes, techniques and exact operation of the lights depend on the loaded jammer model. See the ECM section for details.

Mode Knob

The rotary dial (1, 4) the mode of the jammer to operate in:

Use on the ground is prohibited since it could otherwise endanger personnel.

STBY Lights

The two lights (3 and 6, upper white ones) indicate that the corresponding jammer technique is done warming up and can now be used by switching to XMIT.

The warmup period is roughly 200s for the ALQ-131 pod.

XMIT Lights

The two lights (3 and 6, middle green ones) indicate that the corresponding jammer technique is currently active and transmitting.

AI Light

Indicates (3 and 6, lower red ones) that a radar has been detected and is actively jammed.

💡 Due to engine limitations, this is currently not simulated in-game.

Reset Button and Lamp

The reset lamp (2 and 5), if lit, indicates a fault in the jammer system. Flashing indicates an overheating condition, in which case the pod should be turned off to prevent damage.

In case of a fault, the reset button can be pressed to reset the jammer system (similar to turning it OFF and back ON), in which case it will run through the warmup period again. If the fault could be cleared, the light will go off.

Bomb Release Angle Computer

Used to enter the required angle values for ARBCS/LABS bombing modes; the Low Angle control (1) may be set from 0 to 89.9 degrees, and the High Angle control (2) may be set from 70 to 179.9 degrees.

The high Angle control is used for over-the-shoulder bombing, whilst low angle is used for LOFT bombing. For calculations of the angles see the bombing calculator.

Bombing Timers

Entry of applicable timing for pull-up signal or release are performed with the Bombing Timers.

The Pull-up timer (1) may be set from 0 to 60 seconds, and the Release timer (2) may be set from 0 to 30 seconds. Minimum increment for each timer is 0.1 seconds. Both values are shown by two three digit rollers (3) above the knobs.

The Bombing timers may be used for every timed employment method.

See 9.4 bombing calculator chapter for how to calculate the number.

Right Console

The right console is further divided into 4 sections.

Front Section

The front area contains controls for weapon delivery and the INS.

Laser Coder Control

The WSO can set the laser code used by the targeting pod by using the four small push-buttons on this panel.

Code Buttons

Each press (1) will advance the corresponding digit by one.

Codes directly relate to laser frequencies, resulting in them having to be between 1111 and 1788 and not use digits 0 or 9 in order to be valid.

💡 Weapon laser codes can be adjusted in the Mission Editor or during rearming, the default code used is 1688.

Enter Button

Once a code has been set, it can be transferred to the Pave Spike by pressing the ENTER button (2) to the right.

When power is applied to the system, it automatically initiates a transfer of the currently set code.

No Go Light

Validation of an entered code takes about 5 seconds. If the NO-GO light is lit, the code is invalid.

Inertial Navigation Control Panel

The Inertial Navigation Control Panel provides the rear pilot mode selection and system alignment command selection.

See 3.3.2 INS Navigation for further information.

Mode Selector Switch

The HDG MEM-GYRO COMP switch (1), located under a cover, primarily stays in the GYRO COMP position for Gyro Compass type of alignment. Switching it to HDG MEM, before turning on the INS, allows, if previously stored, heading memory alignment.

💡 Heading can be stored in the mission editor.

Power Control Knob

Knob positions (2) are:

HEAT Light

The HEAT Light (4) starts illuminating when the system is placed into STBY mode. For Stored Heading Memory type alignment, the light remains illuminated until the gyros have reached operating temperature. For Gyro Compass type alignment, the light remains illuminated until the gyros have reached operating temperature and then continues to be lit for an additional 110 seconds. Note: The indication is available only in STBY and ALIGN modes, and that the system will not allow Gyro-compassing alignment if switched out of STBY before this light has shut off.

ALIGN Light

The ALIGN Light (3) provides the current status of the INS alignment by illuminating steady when BATH alignment is complete, or flashing at the completion of GYRO COMP or HDG MEM alignments.

Antenna Hand Control

Joystick which integrates with the radar to perform range (fore and aft) and azimuth (left and right) positional control of the acquisition symbol on the radar display in the air-to-air modes, as well as seeker/EO sensor direction with AGM-65 Maverick and Pave Spike.

Antenna Elevation Control

A thumbwheel (2) on the left side of the stick controls the elevation angle of the radar antenna, displayed via the EL strobe on the DSCG display.

Challenge Button

If controlling the radar the button (1) initiates an IFF interrogation.

For the Pave Spike targeting pod, it instead toggles the field of view between WIDE and NARROW.

Action Switch (Trigger)

A 2-stage trigger (3) to lock targets. Exact behavior depends on whether currently controlling the radar, weapons or the targeting pod.

Boresight Adjustment

The boresight position of the antenna stick can be adjusted at its base using a screwdriver. Once set, the new values can be loaded by pressing the button below.

This is only accessible to ground crew personnel.

Weapon Delivery Panel

ACTIVATE Switch

The two position switch (1) is only available after the Target Insert button is pressed, placing the switch to ON provides power to the weapon release computer's circuits for a LABS release using the WRCS release range data.

TGT FIND Switch

The two position switch (2) is Used to combine the delivery functionality of the ARBCS/LABS system with the WRCS TGT FIND mode. NORM is selected for the standard function of the WRCS without LABS delivery capability. Selecting HOLD and an ARBCS setting from the pilot's Delivery Mode Knob provides WRCS Target Offset search capability, and the attack is completed using the normal ARBCS procedures from the IP.

RANGE Switch

Selecting x100 on the two position switch (3) changes the release range multiplier on the WRCS panel to a factor of 100; in NORM, the standard factor of 10 is applied to the release range.

Volume Panel

A small panel to the right of the antenna hand control stick contains two combined knobs to control volume.

Canopy/Low Altitude Warning

The cubic knob (1) sets audio level for canopy open and low altitude voice warnings.

This system is not installed on this variant of the F-4E.

Stall Warning

The Stall Warning knob (2) controls the volume of the AoA tones that play when flying at certain angles.

Under certain conditions, the system can override the volume to ensure the cue is always audible in dangerous situations.

Center Section

The center section of the right console is dominated by the WRCS panel for weapon delivery. For more detailed information see the WRCS chapter.

Weapon Release Computer Set (WRCS) Panel

Target Distance Controls

A pair of four position drum roller windows with matching analog knobs. The top window (1) references distances in the North-South orientation (with the first roller marked N/S), and the lower window (2) references distances in the East-West orientation (with the first roller marked E/W).

The rollers reference the distance shown in increments of 100 feet, thus a distance of offset in the East direction for 4000' would be entered as E0040.

The rollers do function in an analog fashion, thus fractions of 100' can be attained by moderating the last roller accordingly; as an example, a value of 250 feet would be attained with the space between the 2 and 3 value halfway in the window in the last digit position.

Target/IP Altitude Control

A three position drum roller window (3) with matching analog knob used to enter the altitude of either the Radar initial Point or the actual target itself, and is referenced in increments of 100'. Fractional values can be entered as described previously. This value can be changed once Radar Identification Point (RIP) or Visual Identification Point (VIP) is properly defined to increase release system accuracy.

Drag Coefficient Control

A three position drum roller window (4) with matching analog knob used to enter the drag coefficient value for the weapon being used from the bombing tables for the intended release mode.

🚧 Lookup tables will soon be provided. However, the bombing calculator provides working solutions for all weapons regardless.

Release Advance Control

A three position drum roller window (5) with matching analog knob used to advance the release signal given from the WRCS to the fire control system relative to the WRCS target point, in any duration from 0 to 999 milliseconds. Also functions in conjunction with ARBCS/LABS programmed release timing.

This can be used to spread out a bombing run over a target area, for example to place the 3-th bomb of a 10-bomb salvo on the target.

The release advance control can be calculated with the bombing calculator.

Release Range Control

A three position drum roller window (6) with matching analog knob used to manually set bomb range in accordance with the weapon's bomb release schedule entry in the bomb tables.

The range can be calculated with the bombing calculator.

WRCS BIT Knob

A six position knob (7) utilized to perform BIT checks against the individual WRCS delivery modes. The BIT check is performed by selecting the desired mode for testing, pressing the knob for five seconds, then pressing the Freeze button on the Cursor Control Panel while keeping the BIT knob held down to confirm function.

See WRCS BITs for details.

Cursor Control Panel

Used for WRCS radar bombing mode target entry. Functions only with MAP-PPI mode selected and applicable bombing mode selected on the Delivery Mode Knob.

Freeze Button

A push button (1) used in air to ground bombing with the WRCS to initiate velocity tracking of the aircraft from the INS, as well as maintain a hold of the target position defined by the Along Track and Cross Track cursor gates, thus defining the Radar initial Point. The button illuminates, and remains lit, until the reset button is pressed, or another delivery mode is selected.

Target Insert Button

A push button (2) that inserts the North-South and East-West offset values entered into the WRCS control panel into the WRCS computer, performing the offset against the Radar initial Point defined by the Along Track and Cross Track cursor gates and currently tracked with the Freeze Button. This offset inclusion performs a shift of the Along Track and Cross Track cursors to define the actual target defined by the WRCS offsets on the radar scope. This action initiates target steering information from the WRCS to the navigational displays.

The Pave Spike system also utilizes the Target Insert functionality for its Memory Mode.

Reset Button

Pressing the Reset Button (3) drops the currently tracked ground target location from WRCS computer memory, returns the Along and Cross Track cursors to their default positions, and resets the velocity tracking system values to zero.

Along Track Wheel

The Along Track wheel (4) is used to define relative range of the aircraft to the Radar initial Point, using an expanding/contracting hemisphere cursor on the radar display. This hemisphere presents true range to the target via the hemispherical PPI projection, thus allowing the Radar initial Point to be detected in an offset approach to the target. Close approximation of range to the Radar initial Point should be prepared first with the Along Track wheel prior to using the Cross Track Wheel for best system accuracy- ie, the cursor should be placed below the intended Radar initial Point return on the radar scope, and the Cross Track wheel brought to the return point.

Cross Track Wheel

The Cross Track wheel (5) is used to define the heading to the Radar initial Point on the radar display in PPI mode, presented as a vertical line. The intersection of the Along Track and Cross Track cursors defines the Radar initial Point when the Freeze button is pressed.

Nuclear Stores Consent Switch

Used to arm nuclear stores. In the SAFE position, release is inhibited. REL allows releasing stores unarmed, while REL/ARM allows dropping nuclear stores armed.

Skyspot Mode

On the outer right side of the right console is a switch which would allow to select the mode of the Combat Skyspot system used for ground-directed bombing.

The system was never installed on this variant of the F-4E.

Aft Section

The aft section of the right console features the navigation and lighting panel.

Navigation Panel

The Navigation Computer Control Panel serves as an interface for managing the aircraft's navigation, including its position and targets for navigation instruments like the HSI and BDHI. It can operate in two modes: INERTIAL and AIR DATA.

See Navigation Computer for details.

The panel is equipped with a range of control knobs and switches essential for the operation of the Navigation Computer.

Function Selector Knob

A five position rotary switch ((1)) used to set the function of the navigation system.

Wind Control Knobs and Counters

Two rotary knobs (2) that enable manual setting of wind velocity (in knots) and direction (in degrees, from), displayed on the counters. Utilized by the Navigation Computer in AIR DATA mode.

Magnetic Variation Knob and Counters

A rotary knob (3) that allows manual setting of magnetic variation (in degrees). Essential for navigation computations in AIR DATA mode and for initial (BATH) INS Alignment.

Position Control Knobs and Counters

These knobs (9) are used to manually change the current aircraft position in terms of latitude and longitude, as displayed on the counters (in degrees and minutes). They must be pressed in to be effective.

💡 In INERTIAL mode, the Position Update Switch must be used in conjunction with these knobs to update the position coordinates.

Target Control Knobs and Counters

The target controls (10) enable the setting of target latitude and longitude counters, which can be used either as direct waypoint targets (when the Function Selector Knob is set to TARGET 1) or to memorize TARGET 2 coordinates (after the RESET position has been selected).

Position Update Switch

A three position switch (7) to set the position updating.

💡 The switch features an approximate 0.5-second delay when set to NORM, designed to prevent unwanted updates of the counters during the transition from SET to FIX.

Variation Sync Meter

In Inertial mode, this meter (5) displays the discrepancy between the INS-computed and manually set magnetic variation. In AIR DATA mode, the manually set variation does not affect this indicator.

Test Cap Off Light

Illuminates (4) when there is a failure in the true airspeed circuit from the Air Data Computer, indicating an open circuit condition.

Latitude and Longitude Sync Lights

Illuminate (6) when the position counters for latitude or longitude do not match the coordinates provided by the INS (difference above 1.5 arc minutes).

Air Data Mode Light

Illumination (8) indicates that the Navigation Computer is operating in AIR DATA Mode.

Cockpit Lighting Control Panel

The Cockpit Lighting Control Panel provides control of all panel edge lighting, flight instrument panel lighting, the console floodlights, the white floodlights found under the canopy sill over each console, and also includes the Warning Light Test and Standby Compass Light switch.

White Floodlight

The White Floodlight switch (4) acts independent of all other controls on the panel, and is either ON or OFF. It activates a separate emergency floodlight (also called Thunderstorm Light) that illuminates the cockpit in white.

Standby Compass Switch

The STBY COMP switch (5) illuminates the light for the Standby Compass.

Console Floodlight

This switch (6) controls the lighting level of red floodlights providing general lighting for the consoles. Three settings are available: DIM, MED and BRT.

💡 To turn them off, place the switch in DIM and the Console Knob in OFF.

💡 Floodlights for the Instrument Panel are controlled by the pilot, see the Instrument Flood Switch.

Warning Light Test Switch

The Warning Light Test Switch (7) if set to the TEST position, confirms function of the various emergency indicators in the cockpit.

Instrument Panel Knob

This knob (2) controls the background illumination of the instrument panel, as well as edge lighting for most of its gauges.

💡 The main flight instruments are controlled by the pilot via the Flight Instrument Brightness Knob instead.

Indexer Knob

Controls the brightness (3) of the AoA Indexer lights to the left and right of the canopy bow.

Console Knob

The Console Light Control Knob (1), with range from OFF to BRT, controls the illumination level for the left and right console.

Right Wall

The right wall has auxiliary switches for testing and starting the aircraft.

Canopy Manual Unlock Handle

The manual unlock handle is used in the event of pneumatic system failure.

The handle, when pulled aft, unlocks the canopy so that it may be pushed open. Before manual unlocking of the canopy, the normal control lever must be placed in the OPEN position.

For normal operation, the handle should be left in the forward position.

If the canopy is not properly locked, the CANOPY UNLOCKED warning light on the telelight panel illuminates.

Ground Test Panel

Battery Bypass

When toggled ON (1), de-energizes the battery relay, disconnecting the battery from the essential 28-volt DC bus and ceasing charging. Particularly used in suspected cases of thermal runaway.

Autopilot Ground Test

The autopilot ground test switch (2), located on the No. 2 circuit breaker panel, connects external electrical power to the AFCS circuits. It disengages if there's a loss of external power or when a generator comes online. When operating on external power, the AFCS circuit can be de-energized by placing the switch in the NORM (down) position.

Instrument Ground Power

In the TEST position (3), connects external electrical power to the instrument buses (115/200 volt ac, 28 volt ac, and 14 volt ac), contingent upon the generator switches being set to EXT ON.

This can be used during a cold-start after applying ground power and before starting the engines, to already setup the aircraft and operate some systems that require power on these buses.

Stick and Seat

Stick

A control stick is provided in both cockpits, with near-uniform switchology between the two.

The stick can be hidden by clicking on its base.

Trim Hat

A Trim Control (1) is found on both sticks to provide force reduction and minor flight path correction in the pitch and roll axis.

Trigger and Bomb Button

Weapons are deliverable through both a 2-stage Trigger (3) (for air-to-air missiles and the gun) and a Bomb Release Button (2).

The first stage of the trigger activates the gun camera for recording forward footage.

Nose Wheel Steering Button

Both sticks carry a Nose Wheel Steering (NWS or also NGS) button (4) that doubles as a radar auto-acquisition control for the radar in visual range combat, and sensor focus control for video-directed air to ground weapons.

Holding the button down permits the crew member to steer the aircraft using the rudder pedals. See 3.1.3 Gear & Ground handling, Nose Gear Steering section for details.

Emergency Quick Release Lever

An Emergency Quick Release lever on each stick is available to immediately deactivate the anti-skid system, the automatic flight control system (AFCS), stability augmentation (STAB AUG) and the aileron-rudder interconnect (ARI).

See 3.1.3 Gear & Ground handling, Anti-Skid section for details.

Seat

The seat allows the crew to eject out of the plane by pulling either the cord between the legs or above the head.

See the 3.13 Emergency system section for details on the seat and ejection mechanism.

Seat Position

The vertical position of the seat can be changed in either direction for about 5cm using this spring-loaded switch on the right side of the seat.

For landing, it is advisable to put the seat in the most upward position for better visibility.

Operation of the motor must be limited to 30 seconds within 10 minutes to prevent it from overheating and breaking.

Systems Overview

This chapter gives detailed in-sights and explanations into all major systems of the Phantom.

From the engine system to fuel flow, control surfaces, how to navigate, use the radar and weapons effectively, or the insights of INS alignments and its gyro system.

Flight Control System

This chapter contains all necessary information about the flight controls, tricycle landing gear and primary flight instruments of the F-4E.

Primary Flight Instruments

The Primary flight instruments include every instrument needed for basic flight of the F-4E. Included are the True Airspeed Indicator (TAS), the ground speed indicator, Accelerometers, combined Airspeed and Mach Indicators, radar and barometric Altimeters, a backup magnetic compass, vertical velocity indicators, different turn and slip indicators as well as cockpit attitude indicators.

True Airspeed Indicators

True Airspeed Indicators are provided in both cockpits, and carry a calibrated range from 150 to 1500 knots. The velocity signal is calculated in the Air Data Computer, based on the temperature and pressures input. While the indicators can read as low as 0 knots, the lack of calibration below the stated range means values less than 150 knots are inaccurate. At high rates of airspeed change, there may be a lag of up to ±10 knots in measurement. During normal operation, an error up to ±5 knots may be present. If failed, the rollers will be stuck on their position.

The rear True Airspeed Indicator is removed for DMAS equipment in aircraft so configured; however, TAS is provided as a DMAS function.

Ground Speed Indicator

A ground speed indicator is provided in the rear cockpit, with a range from 0 to 1999 knots. Ground speed signal is provided by the Navigation Computer, with the source dependent on INS function. If the INS is online, the ground speed value calculated is based on the provided velocity, and can display correct information as low as 0 knots. When the INS is offline, the air data computer performs a calculation using crew-entered wind information, which can cause errors of up to 150 displaying while the aircraft is on the ground with the parking brake set. If failed, the rollers will be stuck on their position.

With DMAS installed, the rear ground speed indicator is removed, as GS is a DMAS function.

Accelerometers

Both cockpits retain accelerometers for monitoring G load; the accelerometers carry 3 needles - one for current G loading, and a positive and negative G loading needle for the highest load G-load detected since the accelerometer was reset. To reset the gauge, the PUSH TO SET button will return the recording pointers to positive 1 G.

Airspeed/Mach Indicators

Purely mechanical instruments that use total pressure from the Pitot-Static system and static pressure from the Air Data Computer, previously corrected by the Static Pressure Compensator before displaying in the gauge.

The airspeed indicator component of this instrument functions by measuring the dynamic air pressure, which is the difference between the total and the static pressure. This dynamic pressure is closely related to the square of the aircraft's airspeed. Inside the indicator, there is a diaphragm or aneroid capsule that reacts to changes in this dynamic pressure. As the aircraft's speed varies, this diaphragm expands or contracts accordingly. These mechanical movements are then converted into a reading displayed on the airspeed dial, showing the aircraft's velocity relative to the air around it.

The Mach number is determined in a manner akin to measuring airspeed, primarily through the comparison of dynamic and static air pressures. This comparison reveals the aircraft's speed relative to the speed of sound.

Found in both cockpits is a combination Airspeed/Mach indicator. The indicators provide a fixed airspeed scale at the middle of the indicator (1), reading values from 80 to 850 knots, and a rotating Mach number scale to the outside (2), with readings from 0.4 to 2.5 Mach. A two position push-and-rotate knob (4) offers both an airspeed index with a functional range between 80 and 195 knots (3), and a Mach index pointer with a range between 225 knots and 850 knots. A small friction error of the needle, up to 5 kts might sometimes be noticed.

If failed, both the airspeed needle and the mach scale will be stuck in their remaining position. Mean time to failure is 1000 hours.

Altimeter

An AAU-19 Type of altimeter, may operate in both electric - based on corrected electric static pressure signal from the Altitude Encoder, or mechanical (STBY) mode - from Air Data Computer, previously corrected by the Static Pressure Compensator. The errors tolerance of the instrument is ±3 feet below 80kts and ±5 feet above that airspeed.

In STBY mode, the altimeter operates based on an aneroid barometer, featuring a flexible metal capsule known as an aneroid wafer. This wafer expands or contracts with changes in external air pressure. As the aircraft ascends, the decrease in air pressure causes the wafer to expand. Conversely, during descent, the increased air pressure leads to the wafer's contraction. These mechanical movements are translated via a system of springs and levers, resulting in the movement of the altimeter's needle and rollers. The altimeter can be calibrated to the current sea level pressure for accurate altitude readings.

In the primary mode of operation, the altimeter utilizes an electric servo mechanism to achieve a precise indication.

Devices in both cockpits provide a functional range from 0 to 80,000 feet. To the outside of the indicator is a pointer scale (5), gradation in 50 foot units with markings every 100 feet (from 1 to 10). Left of center is the counter, increasing and decreasing in value in thousand foot increments on the black pair of rollers, hundred foot increments on the white (4). Barometric scale (3) adjustment can be performed using a dial (1). A three position switch (2) provides the RESET function for the altimeter to draw signals from the air data computer for normal operation, and the STBY (standby) option to only use the pneumatic pressure to determine altitude. Standby mode is noted with a red flag in the indicator. In the event of an altimeter or air data computer failure in normal operation, the STBY flag will appear, and cannot be reset. This can also be followed by warnings on the telelight panel.

Common failures of the device include:

• Altimeter Stuck: total damage, all indications are frozen
• Electric Servo Failed: the device is forced to turn to the STBY (pressure) mode of operation.
• Needle Stuck: needle remains in its position
• Altitude Rollers Stuck: altitude rollers remain in their position
• Reference Pressure Rollers Stuck: reference pressure rollers remain in their position
• Reference Pressure Knob Broken: rotating the knob has no effect on the device
• Three Position Switch Broken: rotating the switch has no effect on the device

Magnetic Compass

A magnetic compass is provided in each cockpit for use in the event of a navigation or electrical system failure.

Due to its design, the compass is subject to several errors. Firstly, it exhibits a degree of inertia, which often results in a lagging indication. As a result, oscillations of the needle and its swinging movements may frequently be observed.

To maintain alignment with the Earth's gravity field, it can rotate about 10 degrees in both the pitch and roll axes. However, because the Earth's magnetic field lines are not parallel to its surface, the needle tends to 'dip' slightly upward or downward towards the magnetic poles. This 'dipping' effect causes errors, particularly noticeable during turns and acceleration.

In the northern hemisphere, the compass will lag when turning from north and lead when turning towards north. The opposite is true in the southern hemisphere.

When accelerating on east or west headings in the northern hemisphere, the compass will erroneously turn towards the north, and while decelerating, it will turn towards the south. In the southern hemisphere, the opposite effects occur during acceleration and deceleration.

Vertical Velocity Indicators (VVI)

VVI Indicators are provided in both cockpits, and show the rate of climb or descent (in feet per minute) of the aircraft, calculated via atmospheric pressure change using the pneumatically corrected static pressure from the Air Data Computer.

The device consists of a diaphragm housed within a sealed case. Both the diaphragm and the space surrounding it are connected to the aircraft's static pressure source. However, the diaphragm is designed with a calibrated leak, causing the pressure inside it to change more slowly than that of the surrounding area. This intentional delay results in a pressure differential between the inside and outside of the diaphragm. The VVI translates this pressure difference into mechanical movement of a needle, which then displays the aircraft's rate of climb or descent.

Due to its design, the rate of climb or descent displayed on the indicator is subject to a slight delay compared to the aircraft's actual vertical movement. This lag in the F-4 ranges between 4 and 7 seconds. The gauge, which measures between -6,000 and 6,000 feet per minute, can have a positional error of up to 50 fpm, scale errors of up to 300 fpm for rates nearing 5,000 fpm, and friction errors of a maximum of ±150 fpm. In case of failure, the indicator may become stuck, or one of its leaks may become clogged. If the Static Pressure Leak is blocked, the needle will gradually move to a 0 fpm indication as the pressures equalize and remain constant. Conversely, if the calibrated leak is clogged, the delayed pressure will not change, causing the needle to move with altitude changes, similar to an altimeter, but quickly reaching its operational limits. The mean time between failures for this instrument is 1,000 hours.

Radar Altimeter

Found in the front cockpit, the Radar Altimeter has a functional range of 0 to 5000 feet above ground level. The radar altimeter functions from 0 to 30 degrees in bank angle, or 0 to 35 degrees angle in pitch. The dial scale reads from 0 to 5000 feet, and the system includes a red low altitude warning light (2) that illuminates when the aircraft is detected below a pilot-set altitude.

Activation and setting of the radar altimeter warning height is done with the same knob (1); turning the knob clockwise initially activates the indicator, removing the displayed OFF flag; continuing to rotate the knob moves the reference marker that will determine the altitude which triggers the low altitude warning. A self-test, initiated by pressing the function control switch, shows 35 ±15 feet. Above 5000 feet or with unreliable signals, the pointer hides behind a mask, showing the OFF flag. The OFF appears also when power is lost; the indicator will then present the last altitude detected above ground level at the time of this occurring.

Turn and Slip Indicators

Pilot	WSO

In the front cockpit, a turn and slip indicator is added to the ADI on the instrument panel; while the needle provides correct direction of turn, based on the signal from a Rate Gyroscope in the AJB-7 system, it does not provide proper turn rate information.

A conventional 4-minute turn and slip indicator with its own conventional horizontally mounted gyro is found on the rear cockpit panel.

To execute a controlled turn (360° in 4 minutes), place the vertical needle of the rear turn indicator over one of the marks on either side (turn rate of 1.5 degrees per second) and ensure the slip indicator at the bottom is centered to prevent over- or under-turning due to incorrect bank.

Rear Cockpit Attitude Indicator

The AJB-7 provides attitude information to the Attitude Indicator found on the rear cockpit instrument panel regardless of the Reference System Selector Switch position. A trim knob provides the ability to adjust the attitude sphere to reference the aircraft correctly. Should power be disconnected from the indicator or AJB-7, the OFF flag will display.

The device operates electronically and features two servos: a pitch servo and a roll servo. The pitch indication is limited to a range of ±90 degrees, while the roll indication allows for continuous movement throughout the entire 360-degree circle. In the event of a servo failure (with a mean time between failures of 800 hours), the affected servo will become stuck in its last position or direction.

Pitot-Static System

The Pitot-Static system provides impact and static pressure to flight instrumentation, the Air Data Computer, and airspeed-driven switches. A single pitot tube, mounted on the aircraft, provides the total pressure reading, while static pressure is measured by two static ports situated on a single boom on the aircraft's nose. Both the pitot tube and static ports are prone to blockages caused by ice accumulation. To alleviate icing of the pitot head, a Pitot Heat Switch is found in the front cockpit right console.

🟡 CAUTION: The Pitot Heat switch should always be turned on before takeoff but not for longer than one minute as it could damage the instrument.

Air Data Computer System

Using a variety of static, attitude, and environmental inputs, the Air Data Computer (ADC) provides the pneumatic and electrical inputs to primary flight instruments, AFCS, Fire Control System, Air Induction System, the INS, the LCOSS, navigational computer, and manages the variable bypass bell mouth system for the engines. Flight through weather such as ice or rain can induce errors in the performance of these systems until the condition has cleared, and this should be taken into account.

Static Pressure Compensator

The Static Pressure Compensator (SPC) performs correction of altimeter lag caused by rapid altitude change. The SPC must be reset after engine startup on each flight; this is performed using the CADC switch near the throttles by selecting RESET CORR, then selecting NORM. Should an issue occur during flight causing a STATIC CORR OFF warning, an attempt to reset the SPC can be performed with RESET CORR. Should the STATIC CORR OFF warning fail to clear, care must be taken in all diving maneuvers, as substantial altimeter lag will occur.

ALT ENCODER OUT Light

The Altitude Encoder Unit provides precise (to 100 feet) altitude data to the IFF for Mode C traffic control, as well as performs the correction relative to the pneumatic input at the altimeter. Should the SPC be offline, the ALT ENCODER OUT light will also illuminate to confirm lagged altimeter performance, and potential Mode C issues.

Flight Control System

The primary flight controls of the aircraft consist of the stabilator, rudder, ailerons, and spoilers. Artificial feel systems provide simulated aerodynamic forces to the control stick and rudder pedals. Secondary controls are leading edge flaps/slats, trailing edge flaps, and wing mounted speed brakes.

Bobweights vs. Bellows

Linkages between stick, control surfaces and interactions with the trim system, as well as the AFCS are a complex combination of forces that balance out each other.

Bobweights connected to the stick increase the force required to move it depending on the current G-force by pushing the stick forward. For example, when pulling the stick and generating positive G's, the bobweights get heavier, making it harder to pull more and naturally leading to the stick wanting to move back to neutral.

The bobweights are countered from the opposing direction by the bellows system operated by ram air pressure sensed at the bellows inlet on the vertical fin.

The bellows pull the stick aft depending on the relative airspeed. For example, when going hands of stick and the aircraft unintentionally departing nose down, airspeed increases and the bellows system pulls the stick aft, naturally causing the aircraft to pitch up and stabilize in level flight again.

Trimming the aircraft results in changing the length of the lever arm connecting the bellows system with the stick, changing the effective force they can apply.

🟡 Blockage or freezing of the bellows inlet cause the system to malfunction. In this case, trim can be rendered ineffective and sudden pitch up or down movements can occur, depending on how the bellows and bobweight forces balance out. To prevent another sudden change in pitch once the blockage is resolved, trim should be kept neutral.

The two opposing forces are carefully balanced out to keep the stick in a neutral position during level flight at normal airspeeds. However, due to the dynamic nature of the system, the aircraft constantly has to be retrimmed after even the smallest flight condition changes. Especially under G's or when changing airspeed, the feel of the stick behavior changes drastically.

Control Sticks

A control stick is provided in both cockpits, with near-uniform switchology between the two. A Trim Control (1) is found on both sticks to provide force reduction and minor flight path correction in the pitch and roll axis. Weapons are deliverable through both a Trigger (3) (for air-to-air missiles and the gun) and a Bomb Release Switch (2). Both sticks carry a Nose Wheel Steering button (5) that doubles as a radar auto-acquisition control for the radar in visual range combat, and sensor focus control for video-directed air to ground weapons. An Emergency Quick Release lever (6) on each stick is available to immediately deactivate the anti-skid system, the automatic flight control system, stability augmentation and the aileron-rudder interconnect. Unique to the front cockpit control stick is the Air Refueling Release Button (4), a dual-role control that performs the boom disconnect function its name implies, as well as a number of weapon selection functions.

Also, unique to the front cockpit stick is a force transducer, to allow the pilot fine adjustment control of the AFCS with the autopilot functionality engaged. In the event the force applied to the stick exceeds the AFCS breakout limit, autopilot will be temporarily turned off.

Aileron-Spoiler Control and Stabilator Control Feel and Trim Systems

The Aileron-Spoiler Control System and the Stabilator Control System both offer trim following; the former through a screw jack actuator, the latter using a servo directed by the AFCS. These functions cause the stick to position relative to the current trim and autopilot position when the crew member in control goes "hands off". It is therefore advisable to maneuver the stick to the same position, or to gently move the stick to "breakout force" prior to disengaging the autopilot system to reduce the chance for an abrupt return to pilot control.

To confirm current state of the stabilator trim, a Stabilator Trim Position Indicator is provided on the front cockpit left vertical panel .

Rudder Control System

Yaw axis control is directed by the rudder pedals found in both cockpits. To offset any relative skidding due to wind effect, stores imbalance, or minor engine output deviation, a Rudder Trim Switch is found on the engine control panel in the front cockpit. On the ground, the pedals themselves can be pressed independently for differential braking, and the rudder axis itself functions as the nose wheel steering directional control when the Nose Wheel Steering button on either control stick is pressed.

Aileron-Rudder Interconnect (ARI)

The aileron-rudder interconnect system causes rudder displacement proportional to aileron displacement to provide coordinated turns at low airspeeds. It is engaged automatically with the Slats Flap Switch in the OUT AND DOWN position, and the airspeed below the flap blowup speed (230 knots).

The limits of the system are 15° of rudder displacement when the automatic flight control system is in the stability augmentation or autopilot mode, and 10° rudder displacement when the yaw stab aug switch is disengaged.

The circuit breaker for the ARI is located right of the Emergency stores release.

💡 To permanently disengage the ARI, the circuit breaker on the left sub panel must be pulled and the Yaw STAB AUG switch must be disengaged. Pulling the circuit breaker with the switch still engaged will still provide 5° of ARI rudder authority. When the ARI circuit breaker is pulled, the anti-skid system is disabled as well.

💡 Rudder jump will occur when the ARI system cuts in or out with a lateral control stick input. This will normally occur when the flaps are raised or lowered during a turn.

Emergency Disconnect

In the event either seat in command requires the ARI deactivated, the system can be disconnected by pulling the Emergency Quick Release Lever on their respective control stick. When the switch is released, the ARI (10°) and the Yaw STAB AUG (5°) rudder authority is regained. Function of the ARI can always be overridden through the rudder pedals.

Automatic Flight Control System (AFCS) - AN/ASA-32

The automatic flight control system (AFCS) is an electro-hydraulic system designed to provide stable, accurate, and coordinated flight maneuvers without interfering with manual control. The automatic flight control system is capable of performing two modes of operation, stability augmentation and AFCS.

💡 The term "AFCS" is the name of the whole system but also its sub-mode in which the aircraft attitude and/or heading is held and altitude hold can be activated.

Stability augmentation improves airplane stability in pitch, roll, and yaw. It opposes any change of attitude but does not return the airplane to a given attitude or ground track. This mode of operation may be used while the aircraft is under manual control. Stability augmentation can be engaged individually or in any combination for pitch, roll, or yaw axis.

The AFCS mode of operation maintains any aircraft heading and/or attitude selected within the AFCS limits and corrects for any deviation from the selected heading or attitude of the aircraft within the AFCS limits. The AFCS switch (2) can be engaged with only the Pitch STAB AUG switch engaged; however, to provide full AFCS operation, all three STAB AUG switches must be engaged.

The AFCS system can be engaged and hold maneuvers and attitudes within a range of ±70° pitch, 70° in bank and 360° in azimuth, providing the G limits are not being exceeded. Rapid stabilator movements, whether pilot induced or not, will cause the AFCS switch to disengage.

If the AFCS switch is engaged when the airplane is less than ± 5° from wings level, then the the airplane will maintain a wings level attitude, and will hold the engaged heading. When the nose gear steering button (on the stick grip) is pressed, heading hold drops out and attitude hold is available. Heading hold can be re-established by once again pressing the nose gear steering button. If the airplane attitude is greater than ± 5° from wings level when the AFCS switch is engaged, then the airplane will maintain the bank attitude at the time of engagement.

The Altitude Hold mode of operation (3) holds any altitude selected while in the AFCS mode.

💡 Altimeter fluctuations while accelerating through the transonic range (0.9 to 1.0 Mach) will produce transient fluctuations which, although not violent, may cause the reference altitude to slip. Engaging the altitude hold mode in climbs greater than 1000 feet per minute may result in a reference altitude other than the engage altitude.

Force Transducer

The force transducer senses the physical force applied to the control stick. This unit comprises the visible portion of the control stick with the stick grip mounted on top of it.

The force transducer contains pressure sensitive switches which react to longitudinal and lateral stick forces. A lateral stick force of approximately 1.5 pounds closes a force switch. When a roll force switch closes the roll rate gyro signal in STAB AUG and the roll rate and attitude gyro signals in AFCS mode are cut out so that pilot initiated maneuvers are not opposed while in the AFCS mode. The pilot maneuvers the aircraft by mechanical linkages until the lateral stick force is reduced to less than approximately 1.5 pounds. At this time the roll channel is returned to normal AFCS operation.

A forward stick force of 3.75 ±0.25 pounds or an aft stick force of 2.55 ±0.25 pounds closes switches to operate certain AFCS components, and cause a force sensing device to send a signal, proportional to the applied stick force, to the servo amplifier and stabilator position is controlled through the AFCS.

There is no stick force transducer in the rear cockpit. The AFCS and roll stab aug will oppose rear cockpit stick inputs. Do not fly the aircraft from the rear cockpit with AFCS engaged. Exercise care in transferring control between cockpits while rolling with roll stab aug engaged.

G-Limit Accelerometer

The normal load factor interlock (G-disengage) feature of the AFCS is designed to inhibit the system from commanding excessive load factors on the airplane. The system reverts automatically from whatever mode is engaged to stability augmentation in the event that +4 or -1 G is sensed by the G-disengage accelerometer switch.

This switch is mounted forward on the radar bulkhead so that if the airplane is rotated rapidly into a maneuver, disengagement occurs at lower values of normal load factor due to the anticipation resulting from the forward location sensing a component of pitching acceleration.

The G-disengage feature is inoperative outside the ±70° limits of the autopilot.

🔴 WARNING: The G switch does not disengage the autopilot under conditions of low airspeed or heavy gross weight before the aircraft stalls. If the autopilot remains engaged during a stall, the autopilot provides pro-spin controls.

Emergency Quick Release Lever

A spring-loaded emergency quick release lever is on each control stick. This lever operates in the same manner from both the front and the rear cockpits.

Depressing the lever causes the AFCS and altitude hold switch to return to OFF. The stability augmentation mode, ARI and anti-skid, are disengaged as long as the lever is held depressed. When the lever is released, the stability augmentation, anti-skid, and ARI are again in operation, but the AFCS is no longer engaged.

To permanently disengage the stability augmentation mode, the pitch, roll, and yaw STAB AUG switches must be placed off. To permanently disengage the ARI and anti-skid, the yaw STAB AUG switch must be off and the ARI circuit breaker, on the front cockpit left sub-panel, must be pulled.

Autopilot Disengage Indicator Light

An AUTOPILOT DISENGAGE indicator light is on the telelight panel. After initial engagement of the AFCS mode, the AUTOPILOT DISENGAGE indicator light and the MASTER CAUTION light illuminates when the AFCS is disengaged.

Both lights are extinguished by pressing the master caution reset switch. The lights remain extinguished until the AFCS is again engaged and disengaged.

Pitch Aug Off Indicator Light

The PITCH AUG OFF indicator light on the telelight panel illuminates together with the MASTER CAUTION light when the Pitch STAB AUG switch is not engaged and the aircraft being powered.

Depressing the master caution reset button extinguishes the MASTER CAUTION light. However, the PITCH AUG OFF light remains illuminated until the Pitch STAB AUG switch is engaged.

Automatic Pitch Trim

An automatic pitch-trim feature is included in the AFCS which attempts to keep the airplane longitudinally trimmed to the flight conditions experienced while in AFCS mode.

Thus, an out-of-trim condition (which would not be sensed while in autopilot mode) is prevented, ensuring against an excessive pitch transient when disengaging the autopilot.

The automatic pitch trim operates at approximately 40% the speed of the normal trim system, resulting in a slight delay after changing flight conditions before the basic airplane is properly trimmed. During control stick steering maneuvering, the auto-trim is inoperative. Auto-trim operation can be observed on the pitch trim indicator after changing flight conditions in the AFCS mode.

Autopilot Pitch Trim Light

The AUTOPILOT PITCH TRIM indicator light on the telelight panel illuminates during AFCS operation if the automatic pitch trim follow up is inoperative or lagging sufficiently behind airplane maneuvering to cause an out-of-trim condition in the basic airplane.

Normal Operation

1. To engage the stability augmentation mode, place the pitch, roll, and yaw STAB AUG switches to ENGAGE.
2. Trim aircraft in the stability augmentation mode before engaging AFCS mode.
3. To engage AFCS mode, establish an aircraft attitude within AFCS limits. Place the AFCS switch to ENGAGE.
4. When altitude hold mode is desired, place the Altitude Hold switch to ENGAGE.

🔴 WARNING: Do not attempt to change pitch attitude of the aircraft from the rear cockpit in the AFCS mode. Since no force-transducer is in the rear cockpit control stick, applying force will cause pitch trim to run up and down depending on pressure applied. If the pilot attempts to take control at that point, violent transients may be encountered.

🔴 WARNING: When selecting the AFCS mode, have hand on control stick to counteract any abrupt control movements in the event of an AFCS malfunction.

💡 The AFCS is disengaged when the Emergency Quick Release Lever on the control stick is depressed. The stability augmentation and ARI are disengaged as long as the lever is held depressed but returns to operation when the lever is released.

Operational Precautions

Roll Reversal

There is a possibility of a condition called roll reversal occurring when operating the automatic flight control system in the AFCS mode. This condition occurs infrequently and is apparent only when attempting small changes in bank angle. Roll reversal is associated with a small out-of-trim condition in the lateral channel, and is apparent as a slow rolling of the airplane in the opposite direction of the stick force. If, for instance, the airplane is out of trim laterally to the left when the AFCS mode is engaged, roll reversal may occur when right stick forces are applied. A roll reversal situation may be caused by operating the manual lateral trim button while in the AFCS mode, followed by small stick forces being applied opposite to the direction of the trim. There is a possibility of roll reversal occurring even if the airplane has been trimmed prior to engaging the AFCS mode, and the manual trim button has not been touched. This condition is caused by changes in airplane trim accompanying changed flight conditions. In view of the above, the following instructions should be observed:

1. Trim airplane in stability augmentation mode before engaging AFCS mode.
2. Do not operate manual lateral trim while the AFCS mode is engaged. If roll reversal is encountered due to change in flight condition; disengage roll, retrim, then reengage.

Pitch oscilattions

When using the altitude hold mode, the aircraft may experience pitch oscillations in the transonic regions due to fluctuations in the air data computer airspeed system. The nature of these oscillations vary from stick pumping to divergent pitch oscillations. It is recommended that if pitch oscillations occur at transonic speeds, the following corrective steps be attempted:

1. AFCS switch – DISENGAGE
2. Static pressure compensator switch – OFF
3. AFCS switch – ENGAGE
4. Engage altitude hold mode

If the oscillations persist after the above action, or if they are encountered at supersonic speeds:

1. Disengage altitude hold mode.

🔴 WARNING: Divergent pitch oscillations should not be allowed to develop. If any divergent pitch activity is noted, corrective action should be taken immediately.

Slats Flap System

The Slats Flap system is manually selected for takeoff and landing, then automatically controlled relative to AoA for best handling performance in all other flight regimes. Control is through a three position switch found outboard of the left throttle handle in the front cockpit and driven by the aircraft hydraulic system. The three switch positions are Norm, Out, and Out and Down, and the resulting command can be moderated based on whether or not the landing gear is being deployed.

Norm is the standard in-flight position, locking the Flaps and automatically programming the Slat deployment as a function of AoA.

Out deploys the Slats to their fully deployed position. Should the landing gear be deployed, both the Slats and Flaps will deploy.

Out and Down fully deploys both the Slats and the Flaps. Should the landing gear not be down, the Wheels Light on the telelight Panel will illuminate and flash.

Both cockpits have a Slats Flap Indicator, which read In and Out, along with a barber-pole reading when the surfaces are in transition.

In the Norm position, Maneuvering Slat deployment is a function of AoA; above 11.5 units they will extend, then retract when the aircraft is reduced below 10.5 units. Maneuvering Slat operation includes a speed-induced blowback; slats will retract due to air pressure between 568 and 602 knots.

To the rear of the Fuel Control Panel in the front cockpit is the Slat Override Switch. Guarded, this switch has two positions: NORM and IN. Defaulted to NORM under the guard, switching to IN forces the retraction of the slats, no matter the current aircraft AoA or state of the Slats Flap Switch position; this action will trigger the SLATS IN warning on the telelight Panel and illuminate the Master Caution.

The Slats Flaps system also has an Emergency system; handles are found on the Slats Flaps control panel in the front cockpit, and next to the rear cockpit throttle pair. The emergency system uses pneumatic pressure, and does not require electrical power to force deployment. The emergency system can only function once, and can be actuated at any airspeed; however, above 230 knots, the Flaps will retract based on air pressure, and the normal Slat retraction speeds also apply.

Speed Brakes

Underneath the aircraft and close to the rear Sparrow recesses are the speed brakes, installed on the wings. The speed brakes are driven by the aircraft's hydraulic system and actuated by a three position switch found on the inboard throttle in both cockpits. Either switch will actuate the brakes. The positions are Out, Stop, and In; the Out position is momentary and reverts back to Stop when released.

Brake actuation illuminates the Speed Brake Out Indicator Light found on the telelight Panel. Brake deployment and illumination of the Indicator does not trigger the Master Caution.

Angle of Attack System

To precisely monitor and control aircraft flight performance, the Angle of Attack System (AoA) provides visual and audio confirmation of current parameters. Included in the system are the Angle of Attack Indicators found in both cockpits, the illuminated Angle of Attack Indexers, as well as the AoA Aural Tone System.

The angle of attack is typically measured in degrees (°). It represents the deviation from the alignment of the chord line of the airplane with the oncoming air or relative wind.

Indicators

The Angle of Attack Indicator dials register AoA values from 0 to 30 units, with indications for weight-relative optimum altitude cruise (7.9 units), approach (19.2 units), and stall (30 units).

💡 The AoA Indexers are only lit with the right gear down.

AoA units do not directly translate to degrees, one unit of AoA is the same as roughly 0.95 degrees and the measured AoA is also offset by about 4 degrees. This way, the indicator displays a more natural and useful value to the crew.

💡 Extension of the landing gear and thus the nose gear door changes the airflow around the probe causing to indicate higher angles by 1 unit. The approach airspeeds account for that. Therefore, performing an approach with the gear retracted, will cause the indicators to show approximately 1 unit low, and the aircraft will be roughly 5 knots fast for an on-speed approach.

Indexers

The AoA Indexers, found on the windshield frame of the front cockpit, and above the instrument panel in the rear, display color coded and directional symbology for the on-speed approach value of 19.2 units once the landing gear have been lowered.

Aural Tone System

The Aural Tone System provides audible feedback in maneuvering flight and during landing configuration. Beginning above 15 units AoA with gear down, and 21 units AoA with the gear up and slats in, a pulse will be heard by both crew-members.

The rate of the pulse can vary from 1.5 to 20 pulses per second, with increasing frequency based on higher AoA values.

This tone can be lowered in volume below 20.3 units AoA gear down/25 units gear up with controls in each cockpit; exceeding these values will cause the system to override the volume limits and deliver the warning pulses at a minimum volume to ensure they are audible regardless of volume setting.

💡 The respective knobs are labelled STALL WARNING and can be found on the right side in either cockpit. They must not to be confused with the AURAL TONE CONTROL knobs, which control weapon related tones.

Due to limited forward visibility, the tones are a crucial aid during landing. If a low pitch tone playing at a pulse is heard, the aircraft is too fast. If a high pitch tone playing at a pulse is heard, the aircraft is too slow. For the proper on-speed configuration, a steady tone at a medium pitch is played.

Stall Warning Vibrator

The left front cockpit pedal includes a Stall Warning Vibrator, which is activated over 22.3 units Angle of Attack. This physical (and in DCS audible) indication is given to make the pilot aware of the potential of an impending stall and provide enough time to reduce AoA and prevent the loss of control of the aircraft. Reducing AoA below the threshold will deactivate the warning.

Landing Gear System and Ground Handling Controls

The F-4 Phantom uses a conventional tricycle landing gear arrangement, driven by the Utility hydraulic system. The Landing gear is electronically controlled and hydraulically actuated by the utility hydraulic system. Accidential retraction of the landing gear when the aircraft is on the ground is prevented by safety switches on the main gear. The gear is locked down by internal finger latches which require hydraulic pressure to release. The automatic disable of the nose gear steering and anti-skid system is realized by scissor switches located in the landing gear bays. In the event Utility hydraulics are offline, an emergency extension system using compressed air is available to lower the gear for landing.

Landing Gear Control Handle

The Landing Gear Control Handle is found on the left instrument panel in the front cockpit, with a red wheel-shaped knob for identification.

Landing Gear Emergency Extension Handles

Emergency landing gear extension is driven by a pair of compressed air bottles carrying sufficient charge for lowering the gear one time. The emergency extension is commanded in the front cockpit is performed using the Gear Control Handle; pulling the handle aft in any position releases the compressed air into the landing gear hydraulic system, forcing the gear doors to open and the gear to lower and lock. Extension can also be performed in an emergency from the back seat using a handle on the left sub-panel marked EMERG LDG GEAR. Pulling this handle performs the same action as pulling the front cockpit gear control handle aft.

Landing Gear Warning Lights

In the upper left corner of the front cockpit instrument panel is a WHEELS warning lamp that illuminates when the aircraft is below 230 knots without the landing gear lowered. Selecting the gears down or up when the WHEELS lamp is illuminated will cause a warning lamp installed in the Landing Gear Control handle to light up red.

Landing Gear Position Indicators

Status indicators for the landing gear system are found in both cockpits on the left sub-panel. The indicators are three windows, one for each gear station. The position of the gear are shown in their respective windows with the word UP when up and doors are closed, a barber pole (angled white and black bars) when the gear and doors are in transition either closing or opening, and the illustration of a wheel when the gears are down and locked.

Nose Gear Steering

Nose Gear Steering (NGS or also NWS) is actuated using the referenced button on the control stick in either cockpit. Holding the button down permits the crew member to steer the aircraft using the rudder pedals. Steering limit of the nose gear is 70 degrees from centerline in both directions.

Rudder steering becomes effective at approximately 70 knots. At this speed Nose Gear Steering should be disengaged and not be used any further.

Wheel Brakes

Differential steering is provided with weight on wheels using rudder pedal deflection. Assistance in braking performance is provided by an included Anti-Skid System, which engages with the aircraft over 30 knots. Braking function is delayed by the Anti-Skid System on landing until the right main gear has been in contact with the ground for 3 seconds, or the wheels reach 50 knots of rotational speed.

Anti-Skid System

The electronically controlled anti-skid system provides anti-skid protection at wheel speeds over 30 knots. The system detects the start of a skid and releases the brake pressure in proportion to skid severity. Below 30 knots the anti-skid protection is not available and braking is in direct proportion to the brake pedal movement. The system has a built-in touchdown protection feature that prevents braking until 3 seconds after weight is sensed on the right main gear or wheel spin up to 50 knots. It should be noted that a low coefficient of friction between the runway and tires (as it occurs during Aquaplaning or on icy runways) may lead to the wheels not spinning up or cause them to slow below 30 knots wheel speed after spin-up. In this case the system falsely detects the aircraft speed below 30 knots and reverts to manual braking.

Anti-Skid Control Switch

Next to the oxygen quantity gauge in the front cockpit is the Anti-Skid Control Switch, which is used to turn the system ON or OFF.

Anti-Skid Inoperative Light

Found on the front cockpit left console, the ANTI-SKID INOPERATIVE light will indicate when the Anti-Skid Switch is set to OFF, the Emergency Quick Release Lever is pressed, or there is a system issue.

Emergency Quick Release Lever

Should the Anti-Skid system appear to malfunction during a rollout, the system can be immediately disengaged by holding down the Quick Release Lever found on the control sticks in either cockpit. This will illuminate ANTI-SKID INOPERATIVE warning.

Emergency Hydraulic Brake System

In the event of a Utility hydraulic system failure, emergency differential braking is provided by pulling the Emergency Brake Handle on the lower left side of the instrument panel in either cockpit. Doing so forces hydraulic pressure from a reserve accumulator, and provides enough power for approximately 10 brake applications.

Arresting Hook System

The Phantom carries a retractable arresting hook for ground stopping in emergency takeoff and landing situations that will reach the strip overrun. Placing the Arresting Hook Handle in the front cockpit into the DOWN position will lower the hook in approximately five seconds. Lowering the hook will illuminate a red warning lamp in the Hook Handle, and illuminate the HOOK DOWN warning on the telelight panel.

The system is not intended to be used for carrier operations.

Drag Chute System

The F-4E has an available Drag Chute to reduce landing roll as necessary. The chute can also be used for spin recovery. Deployment of the chute is performed by rotating the handle found in the front cockpit. The chute is drawn from its door with a smaller pilot chute. Once the chute has deployed and performed sufficient braking action or the aircraft has recovered into a controllable state, the chute is jettisoned by pressing the button and pulling the handle back, then lowering it. This action releases the chute cables and allows it to pull free.

Do not use the Chute in excess of 200 Knots IAS while landing.

For spin recovery the Chute can be used by pushing the stick full forward, putting ailerons and rudder in a neutral position and deploying the chute.

💡 Drag chute should not be dropped on the runway or a taxiway. A popular technique is to leave it on the side of a taxiway by appropriately orienting the aircraft, inflating the chute with the engines and then releasing it in the desired direction.

Wing Fold System

The F-4E includes a wing fold system to assist in maintenance and ground handling. Unlike prior models, the wing fold apparatus on the F-4E is un-powered, and requires ground crew members to manually move the outboard panels with the fold control activated to release the locking mechanism.

Engines and Fuel System

"This baby will go, and old Smokey will never catch it, because it's got a state-of-the-art fuzz buster inside. Now, it's not legal in all countries, but I'll tell you what, Cal won't tell, no siree."

The F-4E Phantom II is equipped with two General Electric J79-GE-17A/F engines. A turbine-type starter, powered by external air or the expanding gases of a solid propellant cartridge, is employed for engine cranking during starting.

It also features an internal fuel system comprising interconnected cells in the fuselage and two internal wing tanks. External fuel can be carried in two wing-mounted 370-gallon tanks and a 600-gallon fuselage-mounted tank.

Engines

Korean specialists and Air Force maintenance technicians remove an engine from an F-4 Phantom II aircraft at the F-4 maintenance depot

The F-4E Phantom is powered by two J79-GE-17 engines built by General Electric, with a rated static sea-level power delivery of 11,870 pounds of thrust in Mil, and 17,900 pounds in afterburner. The engines have provision for both assisted pneumatic start at fields with an available cart, or via a propellant cartridge to initiate spin-up. Similarly, the engines can utilize the aircraft's internal battery for initial power, or connection with an external power cart.

💡 When the engines are off they make a rattling noise as the respective blades rattle in their holders. This is called windmilling.

Fuel Flow Indicators

Each engine has a fuel flow indicator found in the front cockpit instrument.

The indicators read in thousands of pounds per hour, from 0 to 12. The indicators provide flow rate up to Mil power; when afterburner is engaged, a separate fuel delivery system is used to provide fuel directly to the afterburner stage, and the flow rate is approximately 4 times the value shown. The engine speed is also controlled by the fuel flow, so a change in fuel flow can be directly observed if the throttles are moved.

Fuel Flow should not exceed 1200 pph at lightoff and 800 to 1500 pph at idle operations. Fuel consumption for Engine start is approximately 65 pounds per Engine.

Oil System

Each engine is equipped with a completely self-contained, dry sump, full pressure oil system. The oil supply to the lubrication system is interrupted during negative G-flight due to the inability of the scavenge pumps to recover oil from the sumps and gear boxes. The Engine Oil system is used for lubrication, variable nozzle positioning and constant speed drive unit operation. The standpipes which supply the three systems utilizing engine oil are in the reservoir such that the pipe for the constant speed drive unit is the highest, the one for the nozzle control is the next highest, and the lubricating system pipe is the lowest. This arrangement is to prevent a critical system failure if one of the circuits leak. If a leak in the constant speed drive unit would occur it will probably cause a failure of that system only, while a leak in the nozzle control system may cause failure of that system and the constant speed drive unit. Oil is also supplied directly from the reservoir to the constant speed drive unit, where it is used as both the control and final drive medium for controlling generator speed. The lubrication element of the oil pump supplies oil to cool and lubricate bearings, gears and other rubbing or moving parts in the engine. Lubricating oil is also circulated through the engine-driven generator for cooling purposes.

Oil Pressure Indicators

Oil pressure indicators are on the front cockpit pedestal panel, and calibrated from 0 to 100 PSI. Important values are:

• 12 psi - Minimum at idle RPM
• 30-60 psi - In-flight military
• 35 psi - Static minimum at military thrust
• 60 psi - Maximum

Variable Duct Ramp

Optimization of air to the engines is performed by a Variable Duct Ramp system directed by the Automatic Duct Control (ADC); this optimization uses a pair of variable ramps to decelerate incoming air to subsonic for best engine performance. In the event limits are exceeded for inlet temperature, the Duct Temperature High Indicator Light (DUCT TEMP HI) on the telelight panel will illuminate. Permitting the issue to continue can cause permanent engine damage.

Starting System

Pneumatic Mode Starting

The pneumatic mode is the primary starting mode for all normal and routine operations. In this mode the Phantom utilizes an auxiliary start cart that turns the starter turbine, cranking the engine.

The cart is operated by the crew chief, see the Crew Chief chapter for more information about how to interact and request air supply.

Cartridge Mode Starting

Cartridge mode is considered an alternate method of starting supplied for operational and emergency needs. A propellant charge is used to turn the starter turbine, which in turn cranks the engine to initiate startup. Cartridge ignition is controlled by the engine start switch providing the respective engine master switch is on.

💡 To avoid possible irritation caused by cartridge exhaust smoke/gases, it may be advisable to close canopies and select 100% oxygen during start cycle.

Cartridges can be installed by the crew chief, see the Crew Chief chapter for how to interact and request cartridges installation.

🔴 WARNING: Cartridges are explosive and, unless fired, must not be forgotten to be removed. Under no circumstances will the aircraft be flown with unfired cartridges in the starter.

Start Switch

Used only for cartridge start, selecting L or R ignites the cartridge installed for the respective engine.

Ignition System

The -17E/G engine is equipped with one 28 volt, low energy ignition unit and one 28 volt high energy unit that improves ground starts in cold weather and air starts using alternate fuel. The main ignition system produces an electrical arc which ignites the atomized fuel-air mixture in the fourth and fifth combustion chambers. The remaining eight combustion chambers are ignited through the crossfire tubes. Pressing the ignition button causes the spark plugs to discharge, igniting the fuel-air mixture as the throttle is moved from OFF to IDLE during engine start. The spark plugs only fire while the spring-loaded ignition button is held.

Afterburner Ignition System

The afterburner ignition system consists of the torch igniter, a spark plug and an afterburner ignition switch. When the throttle is moved into the afterburner detent, the afterburner ignition switch closes, and the spark plug supplies a continuous arc. Ignition and torch igniter fuel flow are maintained until the throttle is removed from the afterburner detent.

Engine Anti-Icing System

Using the Anti-Icing Switch set to DE-ICE, bleed air from stage 17 is distributed to ports installed in the compressor face area of the engines. This system does not perform de-icing functions, but is to be activated prior to ice formation. As high Mach speeds provide enough friction heat to the air stream to deny icing in the compressor stage, usage of the Anti-Icing System is unnecessary and can cause engine damage.

The system should be turned on in turbulent air and thunderstorms, or when a rise in Exhaust Gas temperature is noted by the pilot as this is an indication for an engine icing condition.

Anti-Ice Indicator Lights

Activation of the Anti-Icing system will illuminate two lights on the telelight panel, L ANTI-ICE On and R ANTI-ICE On. A failure of the anti-icing system with the Anti-Icing Switch set to NORMAL will also light these telelight indicators as a warning. If the aircraft is above Mach 1.2 when this occurs, immediate speed reduction is necessary to prevent engine loss. Because of the warning function for the ANTI-ICE ON lamps, a condition that illuminates them will provide a MASTER CAUTION warning.

Controls and Indicators

Exhaust Nozzle Control Unit

Throttle position, nozzle position feedback and exhaust gas temperature are utilized to schedule the correct nozzle area. During engine operation in the sub-mil region, the nozzle area is primarily a function of throttle angle and nozzle position feedback. The nozzle is scheduled to approximately 7/8th open at idle and the area is decreased as the throttle is advanced toward the military power position. However, during a rapid throttle burst from below 79% rpm to 98% rpm, a control alternator supplies engine speed information to the temperature amplifier, which in turn schedules engine speed inputs as a function of temperature limiting. This signal prevents the primary nozzle from closing beyond a preset position, permitting a rapid increase in engine rpm that could damage the engine. During engine operation in the military and afterburner region, it becomes necessary to limit the nozzle schedule as established by the throttle angle and nozzle feedback to prohibit exhaust gas temperature from exceeding engine design limits and damaging the engine.

Exhaust Nozzle Position Indicators

Directed by the Exhaust Nozzle Control Unit, the paired primary (the convergent, inner nozzle) and secondary (the divergent, outer nozzle) are actuated independently on a schedule to maximize outlet performance versus exhaust gas temperature. When idle, the engine nozzle will be roughly 7/8ths open, reducing in size as the throttle approaches MIL. During operation in the MIL and AB regions, the Control Unit moderates the nozzle size relative to throttle position and received EGT to maintain temperatures within design limit.

To monitor the current position of the nozzles relative to each other, as well as EGTs, an indicator is provided with calibrations from CLOSE to OPEN in four increments. The nozzle indicators enable the pilot to make a comparison of nozzle position between engines and are also used to establish a relationship between nozzle position and exhaust gas temperature, as well as nozzle position and throttle settings.

Normal settings would be OPEN with the engines off until IDLE, 3/4 to 1/2 with engines in IDLE and 1/4 for MIL power. MAX power will not change the indicator.

Engine Master Switches

A pair of two-position Engine Master Switches are found on the front cockpit left console on the inboard engine control panel. Selecting ON powers the fuel boost and transfer pumps for the respective engine; this will occur whether the aircraft is connected to external auxiliary power or not, as doing so without will connect the aircraft battery to the pump circuits.

As the Engine Master Switches arm the fuel shutoff valves, to properly shut down the engines without external power it is necessary to return the throttles to the cutoff position prior to turning the Engine Master Switches off, otherwise the valves will remain open.

Throttles

Paired throttles are provided in both cockpits for engine thrust control. In normal use, movement of the throttles from IDLE to OFF will perform fuel cutoff; to prevent inadvertent engine shutdown, a pair of finger lifts (3) are provided to lock out the OFF position without performing this actuation. Afterburner is attained by shifting the throttles outboard (left) at the MIL stop, then pushing them forward.

The rear cockpit throttles are connected to the front throttles in such a fashion that only the pilot can start the engines or enter the afterburner range; the WSO can reduce throttles out of the afterburner region back into MIL operation and lower. While the rear throttles can be shifted from OFF without pilot assistance, return to OFF for shutdown requires pilot engagement of the finger lifts.

In the event of opposing commands on the throttle arms between seats, the rear throttles will be disconnected from the front throttles to prevent damage to the linkage. This condition may cause a reduction in afterburner authority from the front throttle pair. Resetting the throttle linkage is performed by placing the front throttles at the IDLE or MIL stop and moving the rear throttles in the opposite direction to which the disconnect occurred.

The rear throttles only hold a microphone button and speed brake switch.

Tachometers

Both engines are provided with tachometers on the right side of the front cockpit instrument panel, and the right side of the rear cockpit instrument panel. The tachometers will function without external power.

Exhaust Gas Temperature Indicators

Exhaust Gas Temperature Indicators are found on the front cockpit instrument panel. The indicators have two pointers each: a large pointer for the 0 to 12 scale referencing 100 degrees centigrade, and a smaller pointer on a separate scale with 0 to 10 referencing 10 degrees centigrade. Measuring for these values is performed upon exit of the turbine. For normal operations the exhaust gas temperature should not be less than 250°C and should not exceed more than 540°C. If an overtemperature Event occurs the throttle should be returned to the off position. If that is not possible the respective engine master switch should be turned off.

Fuel System

The Phantom's fuel system is duplicated; that is, their pump and feed arrangement is the same for both the left and right engines, and they share the same set of fuel cells. Internal fuselage fuel between all 7 cells and the wing tanks is just over 12,000 lbs of JP-4. With two external 370 gallon wing tanks, that value increases to over 16,800 lbs. Adding the centerline 600 gallon tank will bring the aircraft total fuel state to just under 20,800 lbs of fuel.

Transfer Sequence

The F-4 carries two internal wing tanks, along with seven fuel cells down the length of the fuselage, with cell 1 resting just behind the aft cockpit, and the remaining cells numbered in order to the rear of the aircraft. Cell 1 is the feed cell for the engines; cells 4 and 6 each carry a hydraulic and an electric transfer pump to supply fuel to cells 1 and 2. The remaining fuselage cells perform a gravity feed into cells 1, 4, or 6. Cell 2 feeds cell 1, cell 3 feeds cell 4; and cell 5, as well as cell 7 feed cell 6. With this arrangement, center of gravity balance is maintained along the centerline. Cell 7 is the last cell to initiate transfer in the sequence, and does not begin until the total fuel in cells 1 and 2 fall below 1800 lbs.

Fuel transfer from the wing and external tanks is performed by bleed air pressurization once airborne. Internal wing tank fuel is transferred into fuselage cells 1 and 3, whereas fuel from external tanks are balanced between cells 1, 3, and 5.

💡 Internal wing and external tanks will not transfer when not pressurized. This is the case with either the gear out or the AAR door open.

When the aircraft reaches a low fuel state automatic fuel transfer activates, forcing valves from internal wing and external tanks open regardless of what has been selected on the panel.

💡 Automatic fuel transfer, once activated, can only be deactivated again by cycling the Air Refuel Switch. This is important, as most switches on the fuel system panel are ignored while activated. An indication for the automatic transfer being active are all three external tank fuel lights being lit regardless of their actual status.

Internal Wing Transfer Switch

Should it be necessary, a two position switch is available to turn off transfer from the wing internal tanks. Found on the Fuel Control Panel, the Internal Wing Transfer Switch can be toggled between NORMAL and STOP TRANS.

External Transfer Switch

External tank transfer is controlled by the External Transfer Switch; found on the Fuel Control Panel, the switch has three positions: CENTER, OFF, and OUTBD (Outboard), with OUTBD referring to the wing external tanks.

It is not possible to transfer from the wing tanks and external tanks at the same time. If both are selected, the external tanks will take priority.

Fuel Boost System

Flow from Cell 1 to the engines is performed by a pair of boost pumps. The pumps are installed at the bottom of the tank to provide fuel in the event of a negative G excursion. The function of these pumps can be confirmed on the Fuel Boost Pump Pressure Indicators found in the front cockpit. Engine idle pump flow rate is 30 PSI, ±5 pounds. To confirm a ground check, a pair of Boost Pump Check switches are found on the fuel control panel. Holding one of these switches in the CHECK position will perform an engine shutdown due to the shutoff valve being opened, and provide feedback on the respective Pressure Indicator.

Fuel Quantity Indication System

Fuel Level Low Warning Light

When the sensor in Cell 2 detects a fuel weight of less than 1650 ±200 lbs, the FUEL LEVEL LOW warning will illuminate on the front cockpit telelight panel. This illumination is independent of the Fuel Quantity Indication System, and can be indicative of a transfer failure.

External Tanks Fuel Lights

Any time an external fuel tank is detected to not be flowing fuel into the fuselage, a respective light will illuminate on the telelight panel - L EXT FUEL, CTR EXT FUEL, or R EXT FUEL. These lights will only illuminate for the respective external transfer - that is, if OUTBD is selected, CTR EXT FUEL cannot illuminate, and vice versa. Because transfer can occur intermittently due to flow from the tanks exceeding engine fuel consumption, the warning lamp is not immediately indicative of an empty external tank, and should be checked against the quantity indication system.

💡 A good general indication that the tanks are empty is the total fuel counter showing a value below 11.000 lbs. To confirm, fly calm and level and watch if the light stays on and the fuel gauge is not going up for at least one or two minutes.

Further, the lamps will illuminate whenever the air refuel switch is set to EXTEND, while ALL TANKS are selected for refueling, causing the external tank valves to open while not allowing fuel flow from them.

Also, the lamps will illuminate when running low on fuel and the aircraft activates the automatic fuel transfer, forcing the valves open.

💡 The system has no awareness of actual external tanks being loaded. The lamps are simply linked to the respective fuel valve being open and no fuel flow being detected. That is, even when flying without any external tanks, all three lamps will illuminate when the aircraft opens the corresponding valves during AAR or automatic fuel transfer.

When air-to-air refueling, or when refueling on the ground and the tanks have reached a full condition, the External Tanks Full lamps, found under the canopy bow, will light.

Air Refueling System

For air-to-air refueling, the F-4E uses a receptacle system compatible with high pressure USAF-style boom refueling. With this system, fuel can be delivered to the Phantom at a rate of up to 3900 lbs per minute. Fuel received is delivered into fuselage cell 2, then equalized through the rest of the aircraft cells, wing tanks, and, if installed and selected, external tanks.

💡 While the maximal supported refuel rate is about 3900 lbs per minute, the actual rate in practice is highly dynamic and depends on the tanks that can still take fuel. Refuel Rate is bottlenecked by the pipe layout and their dimensions. For example, being down to just the left and right external tank will rather result in a refuel rate of 1400 lbs per minute. Refueling internal tanks 1-7 takes about one to two minutes. Also filling up the wing tanks and external tanks will take additional four to five minutes.

Boom Reach	Boom Marks

💡 Fully refueling takes roughly between one and three minutes.

Air Refuel Switch

Preparation for air refueling is performed by toggling the Air Refuel Switch (4) to EXTEND; doing so extends the receptacle, illuminates the receptacle visual lamps, depressurizes the fuel cells, activates the transfer pumps to redistribute received fuel for CG maintenance, and activates the air refuel READY lamp. RETRACT is used to lower the receptacle and return pressurization and normal function to the tanks.

If, during AAR, the boom disconnects and the DISENGAGED light illuminates, this switch has to be flipped to RETRACT and back to EXTEND to reset the system and allow the boom to connect again.

Refuel Selection Switch

The two-position Refuel Selection Switch (3) provides options for two modes of refueling: internal fuselage and internal wing tanks (INT ONLY), and ALL TANKS, used to include external tanks in the refueling operation.

Ready Light

With the receptacle extended and tanks depressurized, the READY lamp illuminates to notify the pilot refueling can begin. The lamp will turn off when the boom is connected to the receptacle, or the receptacle is lowered by the RETRACT command on the Air Refuel Switch.

Disengaged Light

Should the boom separate from the receptacle, the DISENGAGED lamp will illuminate. In the event of a DISENGAGED signal, the system must be reset to continue refueling. The system must be reset by toggling the air refuel switch.

Air Refueling Release Button

On the front seat control stick is the Air Refueling Release Button. Its primary purpose is to release the receptacle from the boom in the event of a manual refueling cycle (one in which the boom operator cannot force a disconnect remotely), or perform a disengagement on demand based on flight conditions or emergency situation. Pressing the button will disengage the boom, and illuminate the DISENGAGED lamp.

AIR REFUEL RECPT Circuit Breaker

In the event of a DISENGAGED situation during air refueling, the system is reset either by cycling the Air Refuel Switch or by using the AIR REFUEL RECPT circuit breaker, found on the No 2 circuit breaker panel in the rear cockpit - right side, fourth column, top breaker.

External Tanks Full Lights

Three indicators- L.H. FULL, CTR. FULL, and R.H. FULL (Left Hand, Center, Right Hand) lamps provide confirmation that the external tanks have been filled during the air refueling process. The lamps will remain lit until the air refueling receptacle retracted.

Fuel Dump System

Fuel from the wings can be dumped directly, rather than requiring transfer into the fuselage, using the Wing Fuel Dump Switch.

This switch, when selected to DUMP, will release fuel from the internal wing tanks at their dump lines at the wing fold trailing edge. Flow rate is dependent on power setting and attitude, higher engine RPM and positive pitch increases dump speed, whereas lower RPM and a nose low condition reduces dump speed.

💡 In level flight at 85% RPM, the dump flow rate is roughly 650 pounds per minute. Leading to the entire fuel being dumped after roughly 15 minutes.

Fuel Venting System

To prevent issues with overpressure, the aircraft provides a venting system.

Should an overpressure condition occur, tanks will vent fuel until the pressure is corrected.

The process is fully automated. External wing tanks vent through the fuel dump system, while all other cells are connected to the vent mast below the rudder.

💡 Under normal conditions, overpressure only occurs momentarily whenever the internal wing fuel tanks are pressurized and made ready for transfer. This is the case whenever the gear is retracted or the AAR door is closed.

💡 Fuel venting can also occur when flying slow and inverted, due to strong negative G forces. This can often be seen during aerobatics.

Navigation & Communication

The AN/ASN-63 Inertial Navigation System (INS) equips the F-4E aircrew and integrated weapons delivery system with real-time accurate positional, velocity, attitude, and heading information.

The UHF communication system in the aircraft is modified to support both crypto and conventional voice transmission and reception. The intercom system and UHF transceiver are adapted for operational compatibility with the KY-28 speech security unit.

The VHF Omnidirectional Range Instrument Landing System (VOR/ILS) furnishes accurate bearing and course deviation information through a ground station transmitter. This system enables the aircraft to utilize precision landing approach and descent capabilities at fields equipped with a localizer.

The Tactical Air Navigation (TACAN) system offers bearing and range information to transmitting stations, with a reception range of up to 390 miles from ground stations and 200 miles for air-to-air TACAN-equipped aircraft.

CPT Mark Wright, an F-4E Phantom II pilot of the 336th Tactical Fighter Squadron, charts a map during the exercise Crested Cap

Flight Director Group

Accurate course navigation is provided by the Flight Director Group, which includes the Flight Director Computer (1), the Horizontal Situation Indicator (HSI) (2) along with the Navigation Function Selector Panel (3), the Attitude Director Indicator (ADI) (4), in the front cockpit, and the Bearing Distance Heading Indicator (BDHI) (5) together with the Navigation Mode Selector Switch (6) in the rear cockpit.

Navigation Function Selector Panel

Found on the front cockpit instrument panel, the Navigation Function Selector Panel has two knobs - a Bearing/Distance Selector Knob and a Mode Selector Knob. Stacked on the Mode Selector Knob is the Flight Director Switch.

Bearing Distance Selector Knob (BRG/DIST)

The Bearing Distance Selector Knob (1) sets the bearing pointer and range indication displays on the HSI. Positions are VOR/TAC, TAC, ADF/TAC, and NAV COMP.

In VOR/TAC mode, magnetic and relative bearing to the VOR station and range to the TACAN station are provided on the HSI bearing pointer and range indicator.

With TAC mode, magnetic and relative bearing and range to the selected TACAN station are displayed.

In ADF/TAC mode, magnetic and relative bearing to the selected ADF station and range to the TACAN station are displayed.

And in NAV COMP mode, magnetic and relative bearing and range are provided to the destination set in the navigation computer.

Mode Selector Knob (MODE) and Flight Director Switch

The Mode Selector Knob (3) controls the remaining informational displays on the HSI (outer knob), as well as the pitch and bank steering bars on the ADI (inner knob (2) labelled FD). The mode selector knob operates independently of the bearing pointer and range indicator, and the selector positions are VOR/ILS, TAC, NAV COMP, and HDG. Navigation modes set by this knob will be indicated by an illuminated word message when the instrument panel lights are on; available mode word messages are TAC (TACAN), NAV (navigation computer), UHF (ADF), MAN (HDG entry), ILS (instrument landing system), and TGT (target). TGT illuminates that the WSO has provided a target entry and pressed TGT on the Cursor Control Panel.

The Flight Director Switch toggles the Flight Director Computer pitch and bank angle steering clues, visible on the ADI. Selecting OFF removes these bars from view.

In VOR/ILS, if a VOR frequency is selected, the HSI Course Set knob is used to set the VOR radial. Once set, the HSI Deviation Indicator shows current deviation from the selected course. If an ILS frequency was selected, the localizer signal will be shown on the deviation indicator.

TACAN mode presents navigation information to the currently selected TACAN beacon. To provide full information, the Bearing/Distance Switch should be set to TAC. The HSI course arrow and course selector window are set using the Course Set knob to the desired TACAN course. Once set, the HSI Deviation Indicator and aircraft symbol provide the top-down display relative to the set course, with a maximum deviation deflection of ±5 degrees. The HSI Heading Set knob is used to set a desired TACAN course for bank steering presentation on the ADI. As the bank steering is based on the heading marker position, if it is not set properly, bank steering on the ADI will not be correct to intercept the desired course. A To-From indicator displays when the mode selector is in TACAN or VOR/ILS mode when either are tuned and received; once the course is intercepted, the indication references whether the current course is taking the aircraft to or from the tuned station.

The NAV COMP Mode displays magnetic ground track on the HSI course arrow and the HSI course selector window relative to the current navigation computer fix. The ADI bank steering bar provides steering information to direct an approach to the command heading.

With HDG mode active, the HSI course arrow and deviation are slaved to the lubber line and aircraft magnetic heading. The HSI course selector window displays the current selected magnetic heading, which is adjusted using the Heading Set knob. The given course information is applied for an ADI bank steering command.

Horizontal Situation Indicator (HSI)

The Horizontal Situation Indicator displays a top-down plan view of current navigation, with cues provided relative to the selected navigation mode selector position. It interacts closely with several navigational aids like VOR, TACAN, ADF, and the aircraft's Navigation Computer (NAV COMP).

The Bearing Pointer and Range Indicator (2) on the HSI display the bearing and distance to the navigation aid selected via the Bearing Distance Selector Knob. The Navigation Mode Selector governs the functionality of the heading marker, course arrow, and the course deviation indicator (6), which includes a to-from arrow. Both these controls – the Bearing Distance Selector and the Navigation Mode Selector – have a direct impact on the illumination of specific mode indicator lights on the HSI.

The compass card (5) in the HSI is driven by heading input from the AJB-7 system. It rotates to align the aircraft's magnetic heading directly under the lubber line at the top of the instrument, assuming the signal received is accurate and reliable.

The Bearing pointer indicates magnetic bearing to a given VOR, TACAN or NAV COMP station, depending on the BRG/DIST switch selection. Providing the compass card is giving good information, this bearing is also relative. However, if there are inaccuracies in the magnetic heading, to navigate towards the selected destination, the aircraft should be steered not by centering the arrow on the lubber line, but by following the heading indicated by the arrow using the magnetic compass. If a UHF (ADF) signal is tuned, the bearing pointer consistently shows the heading in relative terms.

The command heading marker provides as a desired heading reference for the Flight Director. To obtain correct steering, the marker must be manually set in all but Nav Comp modes (then it's automatically set). The steering clues are visible on the ADI bank steering bar.

The deflection of the Deviation Indicator in VOR and TACAN modes indicate the deviation of the aircraft from the selected course (visible on the Course rollers and Course Arrow). Is indicates how far is the aircraft off the selected track. 2.5 deg per dot, maximally up to 5 deg.

In ILS mode, the HSI displays deviation from the localizer signal. This indication is more precise, as the needle is more sensitive to deviations in that mode. Notably, this reading is independent of the selected course, providing direct feedback on the aircraft's alignment with the ILS approach path.

Attitude Director Indicator (ADI)

The ADI provides command steering to intercept selected headings, TACAN stations, tracks, VOR radials, or navigation computer destinations. Bank steering instruction is presented using the bank steering bar, which can reference angles up to 35 degrees, at 90 degrees of heading deviation. Any heading errors less than that will produce a bank correction of something less than 35 degrees. If a quick intercept or a bank angle in excess of 35 degrees is desired, the bank steering must be disregarded during the turn.

The system initiates an approximate 50-degree straight-line intercept towards the desired track until the aircraft is within 15 degrees of it. Beyond this point, it transitions to an asymptotic approach to align with the track. For a faster intercept, it might be necessary to disregard the bank steering signal.

When the Heading Set knob has been used to enter the correct target heading, the intercept presentation is accurate within a 60 degree field of a TACAN course, or 90 degrees for a VOR radial. Additionally, a Glide-slope Pointer is provided for relative glide-slope position indication during an ILS approach.

💡 The Heading Marker must be manually aligned with the desired heading (except in NAV COMP mode) to ensure correct bank steering guidance. However, due to wind drift, this bank steering may not always keep the aircraft precisely on a TACAN or VOR track. In such scenarios, manual adjustments for wind correction are required for the Heading Marker setting to maintain the correct course.

Upon startup of the ADI, an OFF warning flag will be displayed until the AN/AJB-7 gyro has aligned. This can also appear due to power loss or a signal failure. The flag does not present if a system failure occurs outside of the AN/AJB-7.

Bearing Distance Heading Indicator (BDHI)

The Bearing Distance Heading Indicator (BDHI) displays navigation information using two needles, referred to as the No. 1 and No. 2 pointers, which receive inputs controlled by the WSO Navigation Mode Selector Switch.

When the upper position is selected to TACAN/ADF/UHF, the no. 1 pointer indicates UHF bearing, and the no. 2 pointer indicates the TACAN bearing. If there is no TACAN signal, both pointers indicate the ADF bearing.

With the middle position selected - VOR/TAC, the no. 1 pointer indicates the VOR bearing, the no. 2 pointer indicates the TACAN bearing, and the range indicator (3) provides distance to the TACAN station. In the absence of a TACAN signal, both pointers indicate the VOR station.

In the lower position, NAV COMP, the no. 1 pointer indicates bearing to the navigation computer target coordinates, and the no. 2 pointer indicates magnetic ground track. The range indicator notes distance to the target coordinates.

AN/ASN-63 Inertial Navigation System

The AN/ASN-63 INS provides the F-4E aircrew and integrated weapons delivery system with real time accurate positional, velocity, attitude, and heading information. When the system is aligned to its most precise extent in gyrocompass mode, the INS is accurate to 3 nautical miles per hour of circular error probability (CEP).

💡 That means that after one hour of flying, the probability for an error in precision is spread such that in 50% of cases it is either below or above 3nm.

Inertial Measurement Platform

The system uses a four gimbal (outer roll, pitch, inner roll, azimuth) inertial navigating platform, with the dual roll gimbals providing redundancy to eliminate a gimbal lock in outer roll/azimuth gimbal alignment.

Installed on the platform are a pair of G-200 two-axis gyros, with the upper gyro axis aligned for spin on the north-south axis while the lower gyro aligns for east-west spin; torque detection in each gyro tracks the perpendicular axes - ergo, the high gyro detects east/west rotation, while the low gyro detects north/south rotation. In this way, rotation in all three dimensions are represented. The gyros are floated, and proper operation can only take place once the fluid has attained operating temperature (160 degrees F); the system is effectively temperature controlled across the altitude operating range of the Phantom. A series of precision magnetic torquers provide localization movement, while acceleration pick-offs function within a separate electromagnetic field perform the actual data capture from the displacements of the gyroscopes.

Along the platform, set orthogonally (at 90 degree respective positions) are a trio of A-200D accelerometers. These accelerators, similarly floated to the gyros, with a similar arrangement of torquers and displacement pickers to provide velocity capture. Increasing the accuracy of these evaluations is the inclusion of a tuning fork, the resonance from which eliminates effectively all static friction in the motion capture assembly.

Navigational Computer and Output Signal Distribution

The respective captured motion signals from the gyroscopes and accelerometers are amplified in the LN-12D navigational computer, which then performs the earth reference integration. The LN-12D compensates for all longitudes and can effectively track as high as 80 degrees latitude, where the mechanical limitations of calculating tangent relative to the equator is too high for the device.

The AN/ASN-63 provides information to other systems in the Phantom from the OSDU, or Output Signal Distribution Unit. The OSDU provides ground speed, north-south and east-west velocity, total velocity, inertially stabilized altitude, climb angle, true inertial heading, ground track, and drift angle. The WRCS receives inertial true heading, ground track, drift correction angle, and drift angle for its ballistics computer. Drift angle is captured for the BDHI, HSI, and FDC. Drift correction angle is also provided to the radar and LCOSS.

Alignment Options

The LN-12 has three modes of alignment on aircraft start: BATH, Heading Memory (HDG MEM), and Gyrocompass alignment. Prior to performing any alignment, STBY Reference System must be selected, the Nav Computer Control Panel should be turned to STBY and its position update switch should be selected to NORMAL. Local magnetic variation should be entered on the variation counter, and the position counter should be set to local latitude and longitude. Doing so will greatly expedite gyrocompass alignment. Furthermore, alignment should not be performed with the wings in their folded position, as the magnetic flux valve that provides compass synchronization wil be 60 degrees outside of normal position.

The INS also includes an in-flight position update option, should the aircrew note gross deviation from known location fixes.

Indications

The INS panel features two indicator lights: HEAT (4) and ALIGN (2).

The HEAT light is active in any alignment mode (including Coarse Alignment in the STBY mode), signifying that the system is heating up. It turns off after approximately 110 seconds, indicating that the gyros have reached the operational temperature of 160 degrees Fahrenheit.

The ALIGN light, functional exclusively in the ALIGN mode, signals the completion of alignment. A steady ALIGN light indicates that a BATH (fast) alignment has been achieved. Provided the system has not encountered any errors and the gyros were pre-heated in STBY mode (evidenced by the extinguished HEAT light), the system will proceed to perform a Gyrocompass Alignment. A flashing ALIGN light signifies the completion of either a Gyrocompass Alignment or a Heading Memory Alignment.

Best Available True Heading

STBY position must be placed momentarily to avoid an INS no-go. Once set to ALIGN (HEAT light may be ingnored), the ALIGN lamp will illuminate steadily after about 75 seconds indicating BATH Alignment is ready. Once in BATH, the INS is accurate to roughly 5 and a half nautical miles per hour CEP, although higher inaccuracies can be seen. Once BATH is achieved, NAV mode can be selected and the aircraft flown with the above caveat.

Heading Memory Alignment

This option becomes accessible if the alignment has been previously stored and the aircraft has remained stationary. To access it, select HDG MEM (1) located beneath the red guard on the control panel before transitioning the INS knob from OFF to ALIGN. This alignment method minimizes the alignment time, offering a relative Circular Error Probability (CEP) at the optimal end of BATH (5.5 nautical miles), or even Gyrocompass Alignment (3 nautical miles) if the previous alignment occurred within the last 2 hours.

To access the accelerated HDG MEM alignment mode, the guard must be raised and the switch actuated up, and the INS mode switch placed to ALIGN until the ALIGN lamp starts flashing. Then, the INS can be placed into NAV mode. If time allows, STBY mode can be selected before going to ALIGN to allow proper heating of the gyroscopes (which goes through the illumination/off cycle as above).

💡 Heading can be stored in the mission editor.

Gyrocompass Alignment

Maximum system precision is found by allowing the INS to perform a full Gyro-compassing alignment. This method permits the gyros to find the most accurate true north reference possible, but can entail substantial amounts of time - and even greater time based on inaccurate or missing magnetic variation setting entry prior to powering the INS on. As an example - for a one degree compass heading error, the time to achieve maximum accuracy on the system is approximately five minutes, which attains an accuracy of ±10 minutes of arc alignment, giving the aforementioned 3 nautical miles of deviation per hour. The minimum amount of time to complete a Gyro-compassing alignment once BATH or HDG MEM level alignment is achieved is 50 additional seconds, while a normal alignment takes around 5 minutes. If the aircraft is aligned at 70 degrees of latitude or more, additional time should be expected.

To conduct Gyrocompass Alignment, it's necessary to keep the INS in STBY mode until the HEAT light turns off. Moving to ALIGN while the lights are still on prevents achieving full Gyrocompass Alignment, resulting in only the BATH process being performed. The duration of the heating phase depends on the ambient temperature. The system heats up at a rate of approximately 20°F per minute, reaching an operational temperature of 160°F. Once the system reaches its operating temperature, an additional 50 seconds are required until the HEAT light extinguishes. After transitioning to ALIGN, the light will illuminate steadily after 75 seconds, signaling the completion of the initial BATH alignment, initiating the gyro-compassing process. Once Gyrocompass alignment concludes, the ALIGN indicator will flash, indicating the system has achieved full alignment. While gyro-compassing (when the align light is steadily lit), NAV mode can be entered at any time, though optimal accuracy will only be attained when the ALIGN indicator flashes.

Any other available time prior to moving the aircraft can be spent in ALIGN to further increase system accuracy.

In-Flight Emergency Alignment

In the event of a significant attitude error or failure of the STBY Attitude Reference, an emergency in-flight alignment of the INS can be executed. This may be indicated by the NAV SYS OUT LAMP illuminated. The aircraft must maintain straight and level flight, with the Reference System Selector selector switch set to STBY. Once in this configuration, the INS Mode Knob should be switched to OFF, then to STBY for a duration of 15 seconds. Subsequently, after the 15-second interval, return the Mode to NAV, and resume straight and level flight. The process of resetting the Reference Selector to PRIM can be performed approximately after 40 seconds, although the precise alignment time is not specified.

💡 Accuracy of the attitude in this alignment is contingent upon how steadily the aircraft was flown during the alignment period and subsequent alignments may be required. Following this emergency alignment, only attitude information will be available. Velocities, position, and displays on the navigation computer will be inaccurate and cannot be utilized for navigation purposes and the NAV SYS OUT LAMP will illuminate.

Navigation Computer

The ASN-46A Nav Computer is used for general navigation and tactical route planning. The system contains both a great circle and rhumb line computational capabilities, with the former being used for larger distance bearing calculations (over 120 miles), and the latter for closer range accuracy. The Nav Computer functions solely using aircraft-based instruments, ergo the INS, Air Data Computer, and the magnetic compass; it can receive no information from the ILS, VOR, or TACAN systems.

The system can maintain relative bearing and distance from up to two specific waypoints at a time (identified as Target 1 and Target 2, with Target 2 being held in memory), and this information is shown on the BDHI and ADI in real time. For data to appear on the BDHI, the Navigation Selection Switch must be positioned in NAV COMP.

The computer also provides confirmation of current LN-12 precision, using a pair of lights (6) marked LAT and LONG, as well as the Variation Sync Meter (5). When these lamps are off, the current displayed position coordinates are within 1 1/2 arc minutes precision. Magnetic variation detected by way of the INS gyroscopes is compared against the manual performed prior to INS power-up via the Magnetic Variation Control knob, and displayed on the Variation Sync Meter (5). This deviation can be corrected on the Magnetic Variation Control Knob to bring the sync to center. Although the magnetic variation control knob has no effect on the meter in air data mode, positive correction prior to INS loss increases the air data mode precision.

The Nav Computer can function in either Inertial or Air Data mode. Both modes provide the same outputs but the inertial mode (default) is more accurate.

In the event of an INS failure, the Nav Computer reverts to Air Data mode. In Air Data mode, the rear pilot must continually monitor and adjust true wind direction and speed, magnetic variation, as the only dead reckoning inputs available to the computer is true airspeed (from the air data computer) and magnetic heading from the compass system. When the system reverts to Air Data mode, the AIR DATA MODE lamp will illuminate.

During startup, the Position Control Knobs, Wind Control Knobs, and Magnetic Variation Control Knob are used to enter known latitude, longitude, wind direction and speed, and magnetic variation for the location of the aircraft at that time.

Waypoint Entry

Entering waypoints and target information is performed using the Function Selector Knob and the two Target Control Knobs (10), one for latitude, and the other longitude.

Because of the Target 2 memory function, in practice the aircrew has some flexibility in process depending on the demands of the mission. As an example, should the Phantom crew be tasked with a CAP or defensive role relative to a known position (ie, bullseye), the coordinates of that location can be loaded into the Target Control values, the Function Selector placed into RESET, and then returned to Target 2. Any change from Target 2 to Target 1 or STBY, then back to Target 2 will maintain said location value, easily accessed. This will memorize the entered position into Target 2, from which it will be easily accessible by just switching the knob back to Target 2 at any time.

The other common technique was "leapfrogging":

1. On startup, the second waypoint would be stored in Target 2 memory (entry on the Target Control values, Function to RESET, then back to Target 2).

2. Once the second waypoint location was stored, the rear pilot would then select Target 1 for live entry of the first in-flight waypoint on the Target Control values.

3. During flyout to the first waypoint, upon passing it over, Target 2 would be selected as the destination, and the next waypoint (3) would be entered on the Target Control Values.

4. Upon flyover of waypoint 2, the Function Knob would be positioned to RESET, then back to Target 2 - now pulling the waypoint 3 values from the Target Control values.

This process would be continued over the course of the flight, and allow the rear pilot the ability to immediately switch to Target 1 for a quick check of relative position to another location of interest if required, or an in-flight detour (such as to a tanker track), then return back to the next stored waypoint for navigation.

In Flight Updating

In flight updating with the Nav Computer is performed using direct overflight of known target points, using a visual or radar fix, over a TACAN station, or via instruction from GCI.

Inertial Mode Update

With the Nav Computer in Inertial mode, the aircraft is flown straight and level at a known fix location.

1. Prior to arrival at the fix point the Position Update Fix is placed in SET position. Doing so disengages the longitude and latitude position counters.

2. The position longitude and latitude counters are set using their respective knobs for the known location.

3. Directly before overflying the fix point the Position Update Switch is placed and held in the FIX position.

4. Upon direct flyover of the fix point, the Position Update Switch is released, allowing it to fall back into NORMAL.

The correction rate of the Nav Computer is roughly 3 minutes latitude or longitude per second, and the Update Switch (7) must be held in FIX long enough to account for the largest value. As an example, if the deviation is 9 minutes in latitude and 4 in longitude, the FIX position must be held at least 3 seconds prior to the aircraft directly passing the fix location. Further, the switch actuation from SET to FIX must be smooth and direct, as there is a half second time delay in the computer in the pass-through of NORMAL.

Air Data Mode Update

In Air Data Mode, the Nav Computer can be updated as in the Inertial Mode using the SET/FIX method, or via direct rotation of the latitude and longitude position knobs. Using the latter method requires the Function Select Knob to be placed in STBY, TARGET 1, or TARGET 2. The SET/FIX method is preferred, as doing so allows for instant update upon fix position flyover and release of the switch.

TACAN (Tactical Air Navigation) System

Bearing and range information to transmitting stations is provided by the TACAN system. The TACAN system can receive information from ground stations as far as 390 miles, and air-to-air TACAN equipped aircraft to 200 miles. The TACAN system provides the identity of the transmitting station and the dependability of the signal received. Course deviation is calculated and displayed on navigation systems set in TACAN mode. If a TACAN signal is invalid, a warning is displayed. In the event of a signal loss, the system continues providing range tracking for 15 seconds, and bearing tracking for 3 seconds. The system will perform a self-test after a signal loss to confirm function on the control panel. Two TACAN antennas are provided, and signal switching is automatic to maintain the best signal.

TACAN Controls

TACAN controls are found on the navigation control panel in each cockpit.

Navigation Command Button and Indicator

The NAV CMD button and indicator performs a command authority switch between the two cockpits, and are found in the upper right corner of the Communication Control Panel. A green light illuminates to the left of the button in the cockpit that has control of the navigation system.

• Mode Selector Knob,
• BRG/DIST Selector Switch, and
• Navigation Function Selector

As detailed in the Flight Director Group section, the Mode Selector, BRG/DIST Selector, and Navigation Function Selector determine the presentation of TACAN information on the HSI, the ADI, and the BDHI.

Navigation Channel Control Knobs

On the TACAN Control Panel beneath the channel window, a pair of knobs (7, 4 and 3) set the desired TACAN channel. The left knob (7) controls the tens and hundreds digits of the channel. The right knob (4) selects the units of the operating channel, and the outer knob (3) sets the X or Y channel; both X and Y have 126 available channels. While the indicator can show 127, 128, and 129, these values are nonfunctional.

TACAN Function Selector Knob

• OFF: the TACAN system is de-energized
• REC: only the receiver is energized, and the system receives and decodes bearing signals from the TACAN station and provides bearing information for the HSI, BDHI, and ADI displays.
• T/R: the TACAN generates distance information along with bearing; the distance is then added to the HSI and BDHI, provided in nautical miles.
• A/A REC: the TACAN receives and displays bearing information for the HSI, BDHI, and ADI steering display from an aircraft providing a TACAN beacon signal. The channel selected must be 63 channels above or below the transmitting aircraft beacon, on the same X or Y channel range; for example, a tanker transmitting on 83X will be received on 20X.
• A/A TR: the TACAN interrogates the equipped aircraft beacon to add range information to the HSI and BDHI. The channel selection method remains the same as A/A REC.

Navigation Volume Control Knob

The NAV VOL knob (2) controls the headset audible volume of the received TACAN station.

TACAN Test Button

The Tacan test button (6) may be used to test the TACAN System. For a detailed procedure see the Navigation Test Procedure.

VOR/ILS System

The VHF omnidirectional range instrument landing system, or VOR/ILS, provides precise bearing and course deviation information from a transmitting ground station. Additionally, the aircraft is able to use precision landing approach and descent capabilities at localizer equipped fields. Guidance information from the VOR/ILS system is provided to the pilot on the BDHI, ADI, and HSI. VOR/ILS function is enabled on these displays using the appropriate Flight Director Group control selections on the Bearing/Distance Selector switch, the Navigation Mode Selector switch, and the Flight Director Switch.

ILS System

The ILS system is designed to detect deviations from the designated landing approach path and relay this information to selected avionics in the aircraft.

When the appropriate ILS mode is selected on the Navigation Function Selector Panel, several instruments provide guidance for precision approach. These include the Deviation Indicator on the Horizontal Situation Indicator (HSI), which shows lateral alignment with the runway, and the Glide-slope Indicator on the ADI, which displays the vertical descent angle relative to the ideal glide path.

Additionally, if the Flight Director is activated, steering cues will be provided by the needles on the Attitude Director Indicator (ADI), offering visual guidance for both pitch and roll to maintain the correct approach path.

In the rear cockpit the both horizontal and vertical deviations are presented on the Course Indicator.

The typical maximum deviations are ±2.5 degrees for the localizer and ±0.7 degrees for the glide-slope.

Marker Beacons

If Marker Beacons are positioned along the approach path, the aircraft's system will audibly signal and illuminate the corresponding Marker Beacon light as it passes over each one. Depending on the specific setup at an airport, there can be:

• Outer Marker: Identified by a low-pitched, continuous tone.
• Middle Marker: Recognized by a higher-pitched, alternating audio tone. This marker indicates a closer proximity to the runway, usually at the decision altitude for landing.
• Inner Marker: Characterized by a very high-pitched tone or a series of high-pitched dots. This marker is not always present but, when it is, signifies an even closer position to the runway end.

VOR/ILS Control Panel

The control panel for the VOR/ILS is found on the front cockpit left console; the panel includes a frequency indicator, two frequency select knobs (2), a volume control (marked NAV VOL) (1), a marker beacon volume control knob (MB VOL) (3), and a VOL/MRK TEST pushbutton (4).

VOR/ILS Frequency Selector Knobs

The Frequency Selector Knob (2) is a dual actuation concentric knob; the outer ring selects the number to the left of the decimal point on the frequency indicator, whereas the inner knob selects numbers to the right.

In DCS, to find the desired VOR/ILS frequency of your target, go on the Map and click an airfield that you want to fly to. If available, VOR and ILS frequencies will be listed.

💡 Not every airfield has a VOR station or an ILS systems.

The system is designed to automatically detect whether a tuned frequency corresponds to a VOR station or an ILS localizer. VOR operates within a frequency range of 108 MHz to 117.95 MHz. The ILS localizer frequency range is from 108.1 MHz to 111.95 MHz.

In the shared frequency region, VOR stations typically operate on frequencies with an even-numbered tenth of the range (e.g. 108.2 MHz, 108.4 MHz, etc.), while ILS localizer frequencies are assigned to the odd-numbered tenths, including hundredths of a MHz (e.g. 108.1 MHz, 108.3 MHz, 108.35 MHz, etc.).

The glide-slope component of the ILS operates in a frequency range from 329.3 MHz to 335.0 MHz. These frequencies are paired with their corresponding localizer frequencies, ensuring that there is no need for separate manual setting. When a localizer frequency is selected, the associated glide-slope frequency is automatically tuned, providing integrated lateral and vertical guidance (if available) for precision approaches. The Marker Beacon that works in conjunction with the ILS system, operates at a frequency of 75 MHz.

VOR/MKR Test Pushbutton

After an ILS frequency has been selected on the frequency indicator, pressing the VOR/MKR Test pushbutton (4) causes the marker beacon lights to illuminate. If a VOR Frequency is selected, a valid VOR Signal is present, a course of 315° selected on the HSI course selector and the HSI mode is in VOR/ILS a test can be initiated. Pressing the test pushbutton causes the course deviation indicator on the HSI to move to center (with a maximum allowable error of ±4°) ,the "to-from" indicator on the HSI to indicate TO, the marker beacon lights to come on and the bearing pointers on both the HSI and BDHI to swing to 315°.

NAV VOL Knob and MB VOL Knob

The NAV VOL knob (1) both activates the VOR/ILS system, as well as controls the audible volume for the front cockpit. The knob is turned clockwise to power the system on, then further to increase the volume. The MB VOL knob (3) adjusts the volume of the marker beacon audio in the front cockpit.

WSO Course Indicator

In the rear cockpit is the Course Indicator, on the main instrument panel; During an ILS approach, the indicator displays relative heading for the course set in the course selector window, as well as horizontal and vertical position relative to the ILS localizer and glide slope entered by the pilot. In this way, the WSO can assist the pilot in achieving and maintaining glide slope. The controls for the indicator are purely for the WSOs reference, and do not interact with the Flight Director Group displays in the front cockpit.

Components of the course indicator are a TO-FROM indicator (does not function with ILS), a course deviation scale, a glide slope deviation scale, a COURSE selector window, a course SET knob, a heading pointer and heading scale, a marker beacon light, a GLIDE SLOPE indicator, a course deviation indicator (LOC OR RANGE), and course and glide slope OFF warning flags.

Once the pilot has selected an ILS frequency, the WSO must set a course inbound heading in the selector window using the SET knob.

Used only with the ILS system (doesn't function with VOR).

Intercom System

The Intercom System provides communication between the pilot, WSO, and ground crew, and functions with external power, or the aircraft battery once either Engine Master Switch is in the ON position.

Intercom Control Panel

Each cockpit has an Intercom Control Panel, providing a volume control knob, an amplifier selector, and a function selector switch.

Volume Control Knob

The Intercom Volume Control knob (1) sets relative volume level for the given cockpit; increasing volume is performed by turning the knob clockwise. The Intercom Volume Control does not affect any other cockpit audio signal.

Function Selector Switch

The function selector (3) offers three options: COLD MIC, HOT MIC (enabling automatic intercom operation), and RADIO OVERRIDE. While RADIO OVERRIDE operates similarly to HOT MIC, it also attenuates all sounds except for crew communication, the pull-up tone from the ARBCS, and the Shrike aural tone. For ground crew transmission to be enabled, the WSOs switch must be set to HOT MIC.

Amplifier Select Knob

The three position Amplifier Select Knob (2) determines which amplification channel is used: B/U for the backup, NORM for the normal amplifier, and EMER for a parallel function, should both amplifiers in a cockpit fail. In EMER mode, only audio from the other cockpit would be heard, and the volume control of all sounds would be managed by that cockpit.

Intercom Microphone Switch

The microphone switch for the Intercom System is the aft position on the inboard throttle grip in both cockpits. When using the intercom, all audio sans the pull-up tone, stall warning and ECM are reduced (same as RADIO OVERRIDE).

UHF Radio

The UHF Radio in the F-4E provides both voice communication (AM) and Automatic Direction Finding (ADF) capabilities. It comprises two main units: a radio transmitter-receiver (referred to as COMM), an amplifier power supply-receiver unit (referred to as AUX), and a guard receiver (at 243 MHz). Control over these systems is facilitated by two control panels, one located in each cockpit. The panel that is currently active assumes full command over the radio operations.

The COMM unit is capable of receiving and transmitting on a wide range of manually selected frequencies, totaling 3500, or it can operate on 18 preset channels. This functionality covers a frequency range from 225.0 MHz to 399.95 MHz.

On the other hand, the AUX unit is designed to receive signals on 20 preset frequency channels, ranging from 265.0 MHz to 284.9 MHz.

Both the COMM and AUX receivers have the capability to process ADF signals, which can be displayed on the Horizontal Situation Indicator (HSI) or Bearing Distance Heading Indicator (BDHI). The AUX frequencies are set by the unit radio maintenance shop, set for the frequencies that are needed for the area of operations. In-Game you can set them through the 9.9 Mission Editor Settings.

Two blade antennas, one upper and one lower, as well as an ADF antenna, are provided. Once the antenna mode is set for the primary channel, the AUX receives signals from the other antenna.

💡 The COMM and AUX preset channels and ADF stations may be set in mission editor.

💡 The AUX unit is receive-only, you can only use the COMM unit to transmit.

Comm Control Panel

Two Comm Control Panels are installed, found on the right console in the front cockpit, and on the left console in the rear cockpit. These provide management of the radio in either seat, with selectable priority.

For Automatic Direction Finder (ADF) navigation to function effectively, the appropriate receiver must be set to the ADF mode, as selected by the Mode Selector.

Comm Command Button and Light

Control authority of the UHF radio is changed by the COMM CMD button (10). A green light (9) illuminates in the cockpit with control next to the button. Either cockpit can take control, or if already in control, press the button to provide control of the radio to the other seat.

💡 Since you can only transmit on the COMM unit, it might be useful to set up the second frequency you want to transmit on in the WSO pit and then use the COMM CMD button to quickly switch between active frequencies.

UHF Volume Control

Sets the listenable volume (1) for the UHF radio for the given crew-member.

KY-28 Speech Security Unit

Speech Security Unit KY-28

The UHF communication system is capable of providing either conventional or crypto voice transmission and reception. Both UHF and intercom systems can be used in combination with the KY-28 Speech Security Unit, if so desired in a tactical or hostile environment. The KY-28 can either cipher outgoing voice transmissions or decipher received voice transmissions; however, these functions cannot be performed simultaneously. The crew can choose between plain or cipher mode of operation. In the cipher mode operation the KY-28 converts voice inputs through the microphone into crypto transmissions and deciphers crypto replies that are being received to the crews headsets. In the plain mode operation the UHF functions as a conventional voice transceiver.

KY-28 Controls and Indicators

The KY-28 is controlled by the KY-28 control panel and respectively the conventional UHF or Intercom controls. Both front and rear cockpit instrument panels display mode lights for either mode. If the mode light P is illuminated (1) the KY-28 and UHF/Intercom is operated in plain mode. If the mode light C is illuminated (2) the KY-28 and UHF/intercom is operated in the cipher mode.

KY-28 Control Panel

The KY-28 control panel is in the rear cockpit. It has a power knob, a mode switch and a code zeroize button. The power knob (3) provides power to the KY-28 and can be set to either OFF, ON or RLY (relay). The KY-28 is not powered in the OFF position. It is powered in the ON and RLY positions. If a direct communication between KY units is desired, the ON position is to be selected.

💡 RLY would provide the ability to use the KY-28 as a retransmission facility, which is not modeled in DCS.

The mode switch (2) can be set to either P (plain) or C (cipher) operating modes. To change modes the switch has to be pulled outwards. If the KY-28 is powered and the mode switch is set to the C position, the UHF transmitter is automatically selected for front cockpit transmissions. Pressing the zeroize button neutralizes the preset code in the KY-28. The zeroize button (1) is guarded and should only be used in emergencies or after aircraft shutdown if required. As the code can only be set on the ground, pressing the zeroize button during flight makes the cipher mode inoperable for the crew for the remainder of the flight.

💡 To permit conventional UHF communications the mode must be set to P (plain) even if the KY-28 power knob is in the OFF position. If the mode is set to C (cipher), conventional UHF communication is inhibited in both the front and rear cockpit. An exception to this is transmission and reception on guard or aux receivers, as these are not affected by the cipher mode.

KY-28 Modes of Operation

All transmitted and received signals are routed through the KY-28 unit. When the KY-28 mode is set to P (plain), the UHF transceiver operates in the conventional voice manner, whether the KY-28 is powered or not.

To operate the UHF transceiver in the KY-28s C (cipher) mode, the KY-28 has to be powered. When operating in the cipher mode, the KY-28 unit functions in either standby, receive, or transmit.

All KY-28 units remain in the STANDBY condition until either the microphone button is actuated or a sync preamble is received. Once transmission or reception of the crypto message has been completed the KY-28 automatically reverts to the standby condition. While the KY-28 is in the standby condition the radio equipment also functions as a traditional receiver as all incoming non-crypto transmissions are passed directly to the headsets.

The unit switches to the cipher RECEIVE condition whenever a sync preamble is received. The sync preamble is generated by other KY-8, KY-28 or KY-38 units when the transmitting stations operator actuates the microphone switch. The sync preamble ensures that all units in the network are in the cipher receive condition. The enciphered message is received immediately after the sync preamble signal and the message is decoded by the KY-28 and passed to the aircrew headsets in the form of plain language.

When the UHF microphone switch is set to the UHF position, the KY-28 switches to the TRANSMIT condition. The sync preamble signal is transmitted to all receiving KY stations to switch to the cipher receive condition. After actuating the microphone switch, a brief tone is heard in the aircrew headsets. The tone signal indicates that the sync preamble signal has been completed and transmitted, after which the KY-28 is ready to transmit the crews voice input. When the mic button is released again, the KY-28 reverts to the standby condition. The WSO must select UHF communications with the radio selector switch to transmit ciphered messages. The UHF transmitter is automatically selected for front cockpit transmissions if the KY-28 is operated in mode C.

💡 With the C (cipher) mode selected, the transmit condition overrides the cipher receive condition. Hence during cipher receive operation the UHF microphone switch should not be actuated until the incoming message has been completed.

For operations procedure see Chapter KY-28 Operations.

Identification Systems

The aircraft is equipped with a set of interrogator systems AN/APX-76, -80A and -81A, as well as with a transponder to react to interrogations from other aircraft.

The interrogator can be controlled by the WSO with a panel on the left sub-panel. The transponder is set up by the pilot on the right console.

Transponder System

The transponder automatically responds to challenges from surface or airborne radar sets and serves supplementary purposes such as providing momentary identification of position upon request and transmitting a specially coded response to indicate an emergency.

The system operates by receiving coded interrogation signals and transmitting coded response signals to the source of the challenge, with a proper reply indicating the target is friendly.

The system features four modes. Mode 1, Mode 2, and Mode 3/A—are provided for security identification, personal identification, and traffic identification, respectively.

Mode 4 is controlled through the interrogator panel by the WSO. Codes for Modes 1 and 3/A can be set in the cockpit, while the code for Mode 2 must be set on the ground, ranging from 0000 to 7777.

💡 Due to engine limitations, the settings on the panel have no effect for DCS. However, they are exposed to external tools, such as SRS.

Self Test operation

To self test Modes 2 and 3/A, place the master switch (1) to NORM and hold the switch for the desired test mode to the upper position. If the test light on the IFF control panel illuminates, this indicates the mode is operating properly.

Mode 1 and Mode C do not have self testing capabilities.

Normal Operation

To operate the IFF system, start by rotating the master switch (1) to STBY. After an approximate 80-second warmup delay, the system receives full power, but interrogations are blocked.

Set the Mode 1, Mode 2, Mode 3/A, Mode 4, and Mode C switches (6) as directed, along with the Mode 1 and Mode 3/A code selector switches (10) and Mode 4 function switch (8). Set the master switch (1) to NORM to make the system ready for operation on the selected modes. If the master switch (1) is rotated from OFF directly to an operating mode, it also has to go through the warmup period first before it is fully operational.

Interrogation of Position

For Interrogation of Position (I/P) switch operation, place the I/P switch (9) in the IDENT position or place it in the MIC position and press the UHF microphone. The IFF system responds with special I/P signals.

If the IFF warning light and MASTER CAUTION light come on momentarily, check the Mode 4 selector switch (8) ON and the master switch (1) NORMAL. Repeated illumination of the MASTER CAUTION light may be stopped only by placing the master switch (1) OFF, resulting in the loss of all IFF capability, or by placing the Mode 4 function switch (8) to ZERO. Before or during flight, if the master switch (1) is placed OFF, the IFF and MASTER CAUTION lights will not illuminate upon interrogation.

Normal IFF operation will be available, after an 80-second warm-up, when the master switch (1) is again placed to NORMAL. If the Mode 4 function switch (8) is placed to ZERO, the IFF light will come on steady, and the MASTER CAUTION may then be reset. Mode 4 will not be available during the remainder of the flight.

Emergency Operation

Upon ejection from either cockpit, the IFF emergency operation automatically becomes active.

If the master switch (1) is in the OFF position before ejection, the system will begin operation after an approximate 80-second delay.

In an emergency, rotate the master switch (1) to EMER. The replies for Modes 1 and 2 are special emergency signals of the codes selected on the applicable dials, while Mode 3/A replies are special emergency signals of code 7700.

Interrogator Systems

The Phantom combines three systems, AN/APX-76, -80A and -81A, for interrogating and challenging other aircraft to detect whether they are friend or foe.

The AN/APX-76 system enables regular interrogation with friendly transponder systems.

Further, the US reverse-engineered some Soviet transponder systems actively used between 1960 and 1980 enough to be able to develop the spoofing system AN/APX-81A Combat-Tree. Combat-Tree sends compatible interrogation requests to Soviet systems which they would identify as friendly systems, hence sending back a valid response. This allows the Phantom to not only identify friendly systems, but also some likely-hostile aircraft.

💡 Soviets quickly realized the problem and patched their IFF transponder systems, while also encrypting the communication to prevent another breach.

Operation

Controls are combined on a panel, accessible to the WSO on the left sub-panel area.

The interrogation mode is set on the first roller-display and can be set to OFF or Mode 1, 2, 3, 4/A or 4/B.

💡 In DCS, only Mode 4 (either A or B) is effective and can be used for interrogation.

The other four digits are used to set the IFF code to interrogate for Modes 1 to 3.

Once setup, interrogation can be initiated by pressing the Challenge Button on the Antenna Hand Control Stick.

The radar screen will now display lines above and below a radar return if it was able to detect that a contact is friendly. A single line is shown above the return if the transponder is set to a compatible mode, but the code differs. This is usually the case for civilian aircraft.

🚧 The Combat-Tree system will be made available later during Early-Access.

Indications

Challenge Lights

The control panel features two lamps that indicate active interrogation by either interrogation system:

• TEST/CHAL lamp in lower left corner - active APX-81A Combat-Tree Interrogation
• CHAL lamp in upper right corner - active APX-76 Interrogation

Activity Lights

Right next to either AoA Indexer in the WSO cockpit is a light that indicates activity detected by the APX-81A Combat Tree system.

Illuminated each time the system detects IFF responses by hostile aircraft.

💡 Due to engine limitations, the activity lights are not simulated in-game.

Hydraulics

The hydraulic power system of the F-4E consists of three, completely independent, closed hydraulic systems:

• Power Control System 1 (PC-1)
• Power Control System 2 (PC-2)
• Utility System

The systems have an operating pressure of approximately 3000 psi and are pressurized any time the engines are running.

Ailerons, spoilers, and the stabilator have two hydraulic actuators. The PC systems are the primary hydraulic delivery to the flight control systems, with PC-1 powering the left side of the aircraft, and PC-2 powering the right; these supply pressure to one of the two actuators on each flight control surface. PC-1 is using left engine pump and PC-2 is using right engine pump.

The Utility Hydraulic System is pressurized by a hydraulic pump on each engine. To prevent the utility hydraulic pumps from resonating, check valves with different operating pressures are installed on the pump output lines. As a result, the right engine utility hydraulic pump will deliver 2775 ±225 psi at idle rpm, and the left engine utility hydraulic pump will deliver approximately 3000 ±250 psi at idle rpm. The Utility System supplies hydraulic pressure to all aircraft systems (which need hydraulic pressure) except the stabilator actuator. It drives the second actuator on every flight control surface (except stabilator), acting as both a power assist and backup.

The first stabilator actuator is powered through PC-1 and the second one by PC-2. Additionally on aircraft after TO 1F-4-903, an Stabilator Auxiliary Power Unit (APU) is installed to provide backup hydraulic pressure for longitudinal control. An electrically driven hydraulic pump pressurizes the APU system to 1700 ±100 psi. The APU supplies pressure to the PC-1 side of the stabilator if PC-1 pressure drops below 1000 psi.

💡 The PC-1, PC-2, and Utility hydraulic system are independent of each other; therefore, each aileron and spoiler has two independent sources of hydraulic pressure and one system functions as a backup for the other.

Hydraulic Pressure Indicators

On the pedestal panel in the front cockpit is a pair of Hydraulic Pressure Indicators. One for the PC systems and the other for the Utility system. The PC system gauge has two pointers, labeled PC-1 and PC-2. Nominal operating power for all three systems is 3000 ±250 PSI.

Hydraulic Systems Indicator Lights

In the event of a pressure loss on PC-1 or PC-2 or the Utility system below 1500 PSI, or a detected definite pump failure, CHK HYD GAGES will illuminate on the telelight panel along with the Master Caution warning.

💡 In the event of a Utility system failure on the right side, no apparent pressure loss will be shown to underline the illumination of the CHK HYD GAGES light, whereas a left side failure will show a loss of 200 PSI or more on the Utility system pressure indicator. In any case, if the pressure recovers back to above 1750 PSI, the CHK HYD GAGES light will turn off. In the event of a Utility system failure on the right side, no apparent pressure loss will display to match the CHK HYD GAGES light, whereas a left side failure will show a loss of 200 PSI or more on the Utility system pressure indicator.

With a CHK HYD GAGES warning, the Master Caution can be cleared by resetting; however, be aware that if the CHK HYD GAGES light is still on at that certain moment, a subsequent hydraulic system failure will not re-trigger the Master Caution warning, with the consequence of not taking notice.

Also, the Master Caution and CHK HYD GAGES lights can illuminate momentarily during extension of the landing gear, or during intense maneuvering due to system load. In such situations, check the pressure indicators: should they return to nominal values, disregard the warnings as they will reset momentarily.

Technical Sergeant (TSGT) Rossell Powell of the 347th Electronic Maintenance Squadron finds a leaking hydraulic connection on an F-4 Phantom II aircraft during an aircraft battle damage repair exercise

Pneumatics

The pneumatic system provides high pressure air for the normal and emergency operation of the canopies, and the emergency operation of the landing gear and slats flaps. Air for the pneumatic system is drawn from the engine bleed air supply, via the electronic equipment cooling system, and is compressed by a hydraulic motor driven air compressor. A pneumatic pressure sensor in the system moisture separator opens a hydraulic shutoff valve, to activate the air compressor, when the system pressure falls below 2750 +50 -0 psi. When the pneumatic system pressure builds to 3100 +100 -50 psi, the pneumatic pressure sensor closes the hydraulic shutoff valve which de-activates the air compressor. Normal system pressure range is from 2650 to 3300 psi due to pressure transmitter and pressure gage tolerances.

The pressurized air from the air compressor is then fed into the different tanks which can supply it to several systems:

• Canopies
• Landing gear (in emergency mode)
• Slats and flaps (in emergency mode)

A Pneumatic Pressure Indicator is found on the front cockpit pedestal panel. It indicates manifold pressure of the system.

Bleed Air System

The bleed air system supplies high temperature, high pressure air from the engines to the boundary layer control system (on aircraft without slats), the cabin air conditioning system, and the fuel cell pressurization system. Control of the bleed air flow, temperature and pressure is initiated and regulated by the requirements of each system. The system utilizes engine compressor bleed air tapped off the 17th stage compressor. Normally, both engines supply the air for the operation of these systems, but when necessary, single engine operation will supply sufficient air for their operation.

Utility Systems

Oxygen System

Aircrew breathing oxygen is provided with a 10-liter liquid oxygen bottle. A regulator panel is found on the left side in each cockpit - on the console in the front cockpit, and the left sub-panel in the rear. Flow is initiated in each cockpit using the Supply Lever (6) found on the regulator panel. Oxygen flow is confirmed using the Flow Indicator (3), which alternates from black to white for each breath (white indicates inhalation). Supply pressure and remaining volume is confirmed using the Oxygen Pressure (7) and Oxygen Quantity gauges (2) found in both cockpits.

A detailed chart of the Oxygen duration is provided here:

Canopies

The canopies are actuated by the pneumatic system. They are controlled independently between the two cockpits; handle for standard opening and closing is found on the left side of each cockpit, next to it there is the yellow and black emergency jettison handle. On the right side of the cockpit, in the same relative position, is the manual unlock lever which can be used to unlock the canopy in case of pneumatic system failure.

Each cockpit employs an inflatable canopy seal to seal the canopies for cockpit pressurization. The canopy seals are automatically inflated and deflated upon opening and closing of the canopies by using bleed air system.

Windshield Rain Removal

To clear precipitation, placing the Rain Removal Switch to ON will direct bleed air from the air conditioning system to an external vent below the windshield, breaking up rain water into smaller drops and blowing them off of the windshield. The system does increase the temperature of the windscreen, and may cause a WINDSHIELD TEMP HI lamp along with the MASTER CAUTION to illuminate. In this situation, the temperature is nearing that of optical distortion, and must be set to OFF immediately.

Due to high Mach frictional heating of the windscreen, the WINDSHIELD TEMP HI lamp can also illuminate with the system off; in that event, the warning can be disregarded.

Electrics

The F-4E derives electrical power from a pair of AC generators driven by the J79 engines, a pair of AC to DC transformers, and a battery for electrical functions with the engines offline. In addition, the Phantom II can receive external electrical power from ground crew. The two generator arrangement, while normally working independently, includes a bus tie that can connect both buses together to draw power from a single generator in case of failure.

Generator Indicator Lights

Three warning indicators are found on the generator indicator panel: LH GEN OUT, RH GEN OUT, and BUS TIE OPEN. The respective GEN OUT warning will illuminate in the event the generator in question fails. The indication of BUS TIE OPEN is an acknowledgement that a single functioning generator is providing power to the entire aircraft. In the event of a generator failure, the Master Caution will also illuminate. However, in case both generators fail, no GEN OUT light will illuminate.

Generator Control Switches

A pair of Generator Control Switches are found on the right console, one for each engine. These three position switches - ON (Forward), OFF, ON External (Aft) - control the state of each respective generator. In the event of a possible generator failure, selecting OFF for the generator that is believed to be offline will cause the power bus to provide electricity from the remaining generator to the other half of the electrical system. The External On setting is used for ground handling purposes when connected to external power, and provides electric power to all instruments, except the CNI and the AFCS.

Instrument Ground Power Switch

Power from an external source to the instrument buses (115/200 volt ac, 28 volt ac, and 14 volt ac), can be provided by the Instrument Ground Power Switch (1) (if the generator switches are set to EXT ON), found on the right wall in the rear cockpit. Once external electrical power is disengaged or an engine generator comes online, it will switch off.

Bus System

The battery and generators power several buses which then route current to the relevant systems:

• Left Main AC Bus
• Right Main AC Bus
• Instrument AC Bus
• Warning Light AC Bus
• Main DC Bus
• Essential DC Bus
• Armament DC Bus
• Battery Bus

Circuit Breakers

From the buses, power is first routed through Circuit Breakers before they reach the actual systems.

💡 Due to engine limitations, CBs in the WSO cockpit are currently not accessible.

Most circuit breakers are placed in the WSO pit on either wall, with the exception of one panel in the pilot pit, housing breakers for the flight control surfaces and similar crucial systems.

Pilot Panel

Located on the right wall of the pilot cockpit, this panel contains seven circuit breakers responsible for flight control surfaces and other systems important for safe operation of the aircraft.

• AIL Feel-Trim (1)
• STAB Feel-Trim (2)
• Speed Brake (3)
• Landing Gear (4)
• Flaps (5)
• Trim Controls (6)
• Rudder Trim (7)

Lighting Panel

Hidden behind a bundle of cables to the right of the telelight panel in the Pilot cockpit are two circuit breakers controlling lights.

The upper one (1) is responsible for powering the primary instrument lights, while the lower (2) circuit breaker powers all indicator and warning lights.

CB Panel 1

Front section of right wall in WSO cockpit.

Has the circuit breakers for all stations, the armament and weapon system.

CB Panel 2

Center section of right wall in WSO cockpit.

Mostly responsible for Engine and Hydraulics operation.

CB Panel 3

Aft section of right wall in WSO cockpit.

Contains breakers for auxiliary functions, such as Anti-Icing or the Arresting Hook.

CB Panel 4

Aft section of left wall in WSO cockpit.

Master controls of power coming through all buses, the flight computer and targeting pod.

CB Panel 7

Next to the right rudder pedal in WSO cockpit.

Hidden behind a cover, this panel houses all breakers for the ECM and Jamming equipment.

Failures and Emergency Power Distribution

In the event of damage to the Airplane and loss of either the left and/or right generator, as well as the Main 28 Volt DC Bus there are several different systems that are inoperative for the respective bus.

Left Hand Generator Out - Bus Tie Open

If the left-hand generator stops working the following systems won't work:

Right Hand Generator Out - Bus Tie Open

If the right-hand generator stops working the following systems do not work:

Main 28 Volt DC Bus Out

If the Main 28 Volt DC Bus stops working the following systems do not work:

Battery Power Only

If only Battery Power is available the following systems will still work:

Lighting Equipment

Exterior Lighting

Exterior lights on the F-4E include position lights found on the wings and tail, join-up lights on the wings, fuselage lights, the anti collision light, and the inflight refueling receptacle light; the control for these are found on the right console. Additional in-flight lighting is provided by the formation lights, which have a separate set of controls above the right console. Further lighting is available for landing and taxi when the gear are lowered, and the controls for these are found on the left sub-panel.

Pilot Exterior Lighting Panel

Position and Join-Up Lights

The wing and join-up lights are controlled by a single switch, with options for OFF, DIM, and BRT. These lights do not have a flash function. The tail light is controlled by the Flasher Switch in STEADY or FLASH position.

Anti-Collision and Fuselage Lights

Fuselage lights on top	Fuselage lights on bottom

Three white anti-collision lights are found behind the rear cockpit canopy, and one below each of the engine intakes.

A red anti-collision light is found on the vertical stabilizer.

These are all controlled by the three position FUS switch (1), which can be set to OFF, DIM, and BRT. The red light on the stabilizer only illuminates when this switch is selected to BRT. The fuselage lights only function with the Flasher Switch in STEADY or FLASH, and cycle when in the latter setting.

Landing and Taxi Lights

The landing and taxi lights are found on the nose gear door, and only illuminate when the gear are in the down position.

In-Flight-Refueling Receptacle Lights

To assist operators with boom alignment, lights illuminating the IFR receptacle will power on when it is raised by placing the Air Refuel Switch into EXTEND.

Formation Lights

Electroluminescent formation lighting is found along the fuselage, wing tips, and vertical stabilizer. These are activated using the control panel above the right console, and have options for ON, OFF, and MOM (for momentary).

Interior Lighting

Interior lighting consists of several floodlights, panel back-lighting, gauge edge lighting, and several dimmable warning and indicator lamps.

Both cockpits are fully night-capable and have separate controls for adjusting brightness.

Most controls for interior lighting can be found at the aft end of the right consoles.

Pilot	WSO

Floodlights

For general cockpit illumination, the aircraft features several red floodlights and also a battery-powered white floodlight.

White Floodlight

The White Floodlight switch (1 Pilot, 4 WSO) acts independent of all other controls on the panel, and is either ON or OFF. It activates a separate emergency floodlight (also called Thunderstorm Light) that illuminates the cockpit in white. The lamp is energized through the Battery Bus to ensure it is always operational, even in case of total power loss.

🟡 CAUTION: Do not forget to turn off the light before parking the aircraft for a longer time, as it will otherwise drain the battery.

Red Floodlights

Red floodlights can be switched individually for the consoles and the instrument panel. Controls are found on the right console and the right wall.

💡 The WSO has no controls for the instrument floodlight. The light is also controlled by the pilots switch on the right wall.

All three positions of the switches are powered by different buses to ensure maximal availability:

💡 Floodlights are turned off by selecting the DIM position and moving the Console Brightness knob to OFF.

Panel Lighting

To ensure that all panels and gauges are readable during night, back- and edge-lighting can be enabled by either crew-member individually for the consoles and instrument panel.

Controls are located on the right console.

Console lighting is provided by the Left Main 115V AC bus, while instrument panel lighting is powered through the Right Main 115V AC bus.

Flight Instrument Lighting

Additionally to general panel lighting, the brightness for the following six flight instruments can be controlled individually by the pilot using the Flight Instrument Brightness Knob on the front panel, and the six knobs on the right wall.

• AoA Indicator
• Airspeed Indicator
• HSI
• ADI
• VVI
• Altimeter

Flight Instrument Brightness	Flight Instrument Light Intensity

The Flight Brightness Knob acts as master control. On the fully CCW position, lighting of all six instruments is turned off.

The knobs on the wall can be used to tweak brightness for instruments individually, where the fully CCW position turns them off and moving the knob CW progressively increases brightness until it reaches the level dictated by the Flight Brightness Knob.

💡 The WSO has no controls for the instrument lighting. Instead, the brightness is also controlled by the pilots knobs.

🚧 The flight instrument lighting is currently linked to the Instrument Panel Knob on the right console instead. The correct controls will be made available later during Early-Access.

Warning and Indicator Brightness

Additionally to controlling Flight Instrument Brightness, the pilots Flight Brightness Knob also controls the intensity of all warning and indicator lamps in both cockpits.

In the fully CCW position, all indications are given at full brightness. Moving the knob out of this position will result in dimmed lamp intensity. No variable brightness setting is available.

Some lamps, such as the Fire and Overheat lights are excluded from the circuit and will always show at full brightness.

💡 Warning and Indicator lamps can not be turned off fully, only a bright or dimmed setting is available.

💡 The SHOOT lights have no dimmed setting and are turned off entirely when the knob is moved out of the fully CCW position.

Rotate-To-Dim Lamps

Both cockpits feature multiple lamps that can be dimmed individually by rotating the lamp. Rotation will move a shutter in front of the lamp, resulting in a reduced intensity.

Some of those lamps can also be pushed-to-test.

For the pilot, these lamps include:

The WSO cockpit has the following rotate-to-dim lamps:

Other

Some panels and systems have individual lighting controls not tied to the general console or instrument brightness knobs.

For the pilot, these additional brightness controls are:

While the WSOs brightness controls are as follows:

Radar system

"I'll tell you what, it's got a fine radar inside, the APQ-120, you can get a skin paint on a skeeter 200 miles, or a stealth fighter."

A technician works on the AN/APQ-120(V) fire control radar in the nose of a 3rd Tactical Fighter Wing F-4E Phantom II aircraft

The Westinghouse AN/APQ-120 Fire Control Radar, a continuation of the F-4C's -100 and the 4D's 109, is a solid state pulse radar providing the F-4E with air to air intercept functionality, air to ground mapping, ground target reference provision to the LABS and WRCS bombing systems, as well as radar beacon capability. The APQ-120 also functions as the display system for TISEO and TV guided weapon imagery, and is integrated with the APX-80 interrogation system.

The primary conversion from the APQ-109 to APQ-120 included a reduction in the number of field replaceable units in the nose, as well as the reduction in their size; whereas the -109 had been a hybrid in its movement towards solid state hardware (primarily in the low voltage processing sections), the 120 was a fully solid-state system. While this update reduced the space overhead and weight for the system, the modification of the F-4 nose to include the M61 cannon required a reduction in antenna size, causing a marginal decrease in overall detection range. However, when taken with the increase in system reliability and reduced maintenance, the tradeoff was considered acceptable.

Starting with production of the F-4E block 60, and retrofitted to selected earlier block aircraft, was the addition of the Digital Scan Converter Group display. The inclusion of DSCG increased the overall ease of handling the APQ-120 by adding additional information on the display directly, including current radar range setting and the calculated range rate value against the current acquired target. Further, clarity of the display in all lighting conditions was improved by rendering the radar reference grids directly as part of the displayed image, rather than the previously used markings on the DVST glass. In addition, the DSCG provided the ability of the two crew members to utilize the displays independently; previously, the WSO had control over which mode both the DVST and front seat repeater display would show. With DSCG, the pilot could utilize TISEO or TV air to ground weapons while the WSO maintained a scan pattern or found a ground reference point and inserted it into the WRCS.

Principle

The APQ-120 is a pulse radar. The radar transmits a radio pulse focused in one direction via the antenna.

Any obstacle in that direction, for example another aircraft or simply ground, will reflect part of the energy back, which the radar then receives via the antenna to be processed and evaluated by the crew. Based on the time it took for the signal to travel back, the radar computes the distance to the obstacle.

All radar returns are then displayed on the screen based on their distance, resulting in a direct and unfiltered representation of the world in front of the aircraft.

However, since the emitter is not a perfect device, energy is transmitted into all directions, with the main focus being the direction in which the antenna is pointing at. This is referred to as the main lobe of the antenna, while any other unwanted returns from different directions are called side lobes.

The same situation from outside looks as follows.

Radar Interface

The radar system can be setup by the WSO with two panels on the left console, the Radar Set Control Panel and the Control Monitor Panel.

Radar returns are displayed on the DSCG screen, while the Antenna Hand Control stick on the right console of the WSO cockpit can be used to operate the radar.

Radar Set Control Panel

For a detailed description of the panel see WSO left console center section

Power

Initial powering of the APQ-120 starts by placing the Radar Power Knob into TEST or STBY (Standby). The warmup cycle requires 3 minutes from selecting either setting, and confirmation of this process is shown via the Control Monitor Meter on the Monitor Panel; after 30 seconds from cycling power, the gauge will display a value of roughly 250Vdc; from the point the needle shows power at this nominal value, the warmup procedure will be 2.5 minutes.

After 3 minutes, the radar can safely be placed into OPR (Operate) for employment of the radar, BIT testing can be performed in TEST mode, or the radar can be left in STBY for the safety of crew and others on the ground.

In the event of an emergency situation requiring immediate operation of the radar, EMER can be selected; see the Magnetron and Klystron section for the implications of this.

Range

The Range Control Knob sets the range of the radar. Note there are some modes where the range settings available are restricted or forced to a specific setting.

Current Radar Set range will illuminate the respective indicator range lamp, as well as display the numerical value on the DSCG display in the upper left.

Values up to 50 nmi are indicated as Air-Intercept (AI) and are available for Automatic Tracking. Values 100 nmi and 200 nmi are available for the Spotlight mode instead.

Polarization Control

The polarization of the radio frequency energy can be changed using the polarization control. In normal operation the LIN setting is used which produces linearly polarized RF energy (Radio Frequency) in the vertical direction relative to the antenna. This minimizes ground returns as many types of ground clutter are less reflective to vertically polarized RF energy. However, because the antenna is not roll stabilized increased return intensity may be seen when rolling the aircraft.

Both CIR 1 and CIR 2 are circularly polarized positions. Precipitation is less reflective to circularly polarized RF, so CIR 1 and CIR 2 can aid in minimizing clutter in rain or fog.

The polarization is set using the quarter waveplate in the feedhorn which causes the continuous wave emissions to be polarized as described above. This makes only CIR 1 compatible with launching AIM-7 Sparrows as the Sparrow rear antenna cannot receive counterclockwise polarized RF.

💡 Only LIN and CIR 1 modes can be used with the Sparrow, a Sparrow launched using CIR 2 will not guide.

Maneuver Switch

The Maneuver Switch is used to specify the tracking response to target accelerations.

HI G is forced when Computer Automatic Acquisition is used.

Scan Switch

The Scan Switch specifies the number of elevation bars used in search.

1 Bar Scan is automatically commanded when MAP is selected on the Radar Mode Knob. For BST, AIR-GND and CAGE conditions the scan switch position is not relevant.

Aspect

The Aspect Knob is used to provide Sparrow missiles with a simulated doppler signal when no lock is achieved to aid with a Sparrow speed-gate lock-on when it is to be fired in boresight. When the radar is tracking, the calculated (or manually set) closure is used to set a narrow speed-gate (±150 kts) around the closure for the Sparrow to search when launched.

The knob also controls the display mode of the DSCG numeric output while the radar is in track.

See below the display and speed-gate settings for the various positions of the Aspect Knob, with Vc indicating selected closure velocity for the speed-gate, where TAS is the aircraft's true airspeed.

• Closure Velocity: Displayed in knots with positive values indicating closing and negative values indicating opening.
• Altitude: Displayed in hundreds of feet (with the last digit always zero), for example 20,000 MSL would be displayed as 200.
• Aspect: Angle of the tail of the target aircraft to the shooter (own ship), this means if the target is flying directly away it is 0 degrees and directly towards is 180 degrees. Left is shown by negative values and right by positive values.
• Heading: Heading is displayed in degrees from 000 to 360 with the last digit always zero.

Receiver Gain (RCVR GAIN)

The stacked RCVR GAIN potentiometers - FINE on top and COARSE on the bottom, provide the ability to adjust the receiver gain.

FINE is used for small adjustments and COARSE for larger adjustments. For more information see the Gain Control section.

Track Switch

The Track Switch alters range tracking settings. The default position is AUTO which operates normal range tracking with Home on Jam if jamming is detected.

In case jamming is erroneously detected, Home on Jam can be disabled by setting the switch to AOJ OUT.

If required, manual range tracking can be used by setting MANUAL at which point the MAN Vc knob position will be used to set the tracking gate closure velocity.

Display Knob

The DSCG can display returns in B-Scope or Plan Position Indicator (PPI) on the display.

In B-Scope the horizontal axis of the display indicates azimuth, and the vertical axis represents slant range.

In PPI the horizontal axis is distance to the left and right of the aircraft, with the vertical axis representing distance along the track of the aircraft.

There are also two Sweep Settings NAR and WIDE; NAR is a narrow 45 degree sweep and WIDE is a full 120 degree sweep. See Automatic Search for details.

The VI setting directs the display to provide course guidance for a Vis Ident (VI) intercept profile against a locked target.

Manual Vc (MAN Vc)

This 12-position knob is used to set a closure velocity for manual range tracking. The two counter-clockwise positions ( 1, 2) set an opening velocity of 100 and 200 knots respectively. The clockwise positions 0 to 9 positions set a closure velocity from 0 to 900 knots.

Closing refers to an target decreasing in range, while opening are targets increasing in range.

Pulse Switch

The Pulse Switch sets the pulse and pulse repetition frequency for the Radar Set. See the Pulse Setting section for more information.

In AIR-GRD mode and Computer Automatic Acquisition, the switch is disabled automatically and SHORT pulse is commanded regardless of its setting.

Radar Modes (MODE)

Specific radar operating modes are dependent on the Radar Mode Knob, but also several other conditions and switches. For a comprehensive description of the radar operation see Radar Operation (General), Radar Operation (Air-To-Air), Radar Operation (Air-To-Ground).

This section will briefly cover each of the positions of the radar mode knob and link to the relevant sections below.

BST (Boresight) Position

BST forces the radar into the boresight state.

This is used when the target is spotted visually or a Sparrow is to be fired without radar tracking.

RDR (Radar) Position

The RDR position puts the radar in Automatic Search.

MAP Position

MAP position is identical to the RDR position and puts the radar in Automatic Search, with the exception that nutation is disabled and the 2 bar search pattern is not available.

AIR GRD (Air to Ground) Position

The AIR-GRD position is similar to the boresight position with the following exceptions:

• Angle Track is Disabled while tracking a target.
• The antenna is always fixed to the boresight with drift stabilization.

BEACON Position

BEACON may be used with any Display Knob position other than VI, as desired.

It does not display radar echoes and instead listens for transponder responses from specific beacon equipment.

TV Position

The TV Radar Mode setting is not used on DSCG aircraft; this is superseded by the TV display option on the DSCG panel itself, and the TV display option in the pilot's cockpit.

💡 AIM-7 missiles detune and cannot be re-tuned with the Radar Mode Knob in TV.

Skin Track Lamp (SKIN TRK)

The Skin Track Lamp illuminates when an automatically achieved lock-on is established and held by the radar. This coincides with the T symbol being lit on the DSCG panel.

If the target is manually tracked, or AOJ or HOJ track condition are effective, the light will not illuminate.

FCS Control Monitor Panel

The Control Monitor Panel's primary purpose is to access the built-in diagnostics of the APQ-120.

Additionally, the panel mounts auxiliary controls for the system - the Vc Switch and Stab Switch, and the Temp monitoring lamp.

Coords Light

This lamp is not used with the APQ-120.

Temp Lamp

The TEMP Lamp (7) provides a visual indication of an overheat situation in the APQ-120 avionics bays. Should the lamp illuminate, the radar must be powered off immediately to preclude damaging the equipment.

Should circumstances require the radar be used during a temperature warning, the lamp should be monitored for continued illumination, and the radar must be shut off as soon as possible.

Meter Selector Knob

A 16-position rotary knob (1) used in conjunction with the Meter Switch (4) to test various voltages, currents, and signals generated by the internals of the radar, independently or in conjunction with the Built-In-Test (3) system.

Each position is dual purpose, noted with two sets of values; when the Meter Switch is in the VOLT position, the inner rim of the knob is active, delivering the specified voltage of the selected position. In the SIGNALS position, the outer current or signal value is tested.

Monitor Meter

The Monitor Meter (2) displays voltages, current, and signals relative to the current settings of the Meter Selector knob (1) in conjunction with the Meter Switch (4), or the current Built-In Test (3) setting.

Voltages are confirmed beginning with the -250 position of the Selector Knob and the Meter Switch in VOLT, and will indicate in the "1"-region of the gauge approximately thirty seconds after radar power-on, signifying correct voltage delivery. After this power-up, the Monitor Meter will indicate in the "1"-region for nominal function if the voltages delivered are correct. The +35 selection is an exception to this rule, as the value for correct function is 2.0 or greater.

In SIGNALS mode, the RX1-RX4 crystal current are functioning correctly with a return in the XTAL region.

The EX1 and 2 test electrical frequency control crystals, and are also nominal when XTAL is returned.

For the magnetron, tested in MAG, long pulse operation is confirmed with a return of 1.4 to 1.8, and short pulse operation is correct with a value of 0.9 to 1.15.

KLY, which tests the CW transmitter, should find a value of 0.25 to 1.25 when radiating correctly.

TP 1 tests the temperature and pressure interlocks, and the monitor meter indicates 1 when the interlocks are closed and functioning.

TP 2 confirms waveguide pressure, and a value of 1 is correct.

In LOB, the meter needle will travel roughly between 1.5 to 2.8 as a function of antenna nutation.

Lastly, the LIN and CIR selectors confirm proper linear and circular pulse performance; they only register a value of 1 for a transmission of vertical or clockwise-rotating polarity energy. That is, they do not return a value in CIR pulse (counter-clockwise) mode.

APQ-120 Built-In Test Knob

Confirmation of proper system performance is performed using the various options on the Control Monitor Panel; specific test modes are defined using the Test Knob (3).

Meter Switch

Tied to the Meter Selector knob, the two position switch (4) defines which value of the Meter Selector Knob is being tested - VOLT for the inner ring voltage values, SIGNALS for the outer ring current and signal values.

Vc Switch

With selections of 900 and 2700, the switch (5) is used to scale the Vc gap as displayed in F-4Es with the DVST installed.

💡 With the newer DSCG installed, the switch must remain in the 2700 position at all times to ensure correct reading on the display.

Stab Switch

The STAB switch (6) controls the antenna pitch and roll stabilization modes. The default NOR (normal) position maintains stabilization in both channels, and INS system drift compensation is further applied in specific modes (AIR-GND).

In STAB OUT the stabilization of pitch, roll, and INS drift is removed from the radar antenna.

DRIFT OUT maintains pitch and roll stabilization, while removing the INS drift compensation in modes which use it.

Digital Scan Converter Group

The Digital Scan Converter Group (DSCG) provides an integrated display system of the F-4E's radar and electro-optical systems. The system is composed of the front and rear seat scopes, and is driven by the Indicator Control Unit (ICU) which performs conversion of radar and video signals, along with the application of information and fire control cueing symbology.

Grid Knob