Close air support

Following the cancellation of both the TSR-2 and P.1154 programmes, the RAF was still left with a requirement for aircraft in the long-range strike, close air support, and reconnaissance roles. This resulted in orders for two aircraft types, the General Dynamics F-111K, intended for the long-range interdiction role, and the F-4M Phantom, which would be used for close air support; both aircraft were to be fitted for reconnaissance. The F-111K was cancelled within a year of being ordered, but the order for 150 Phantoms went ahead alongside the Phantom order for the RN; the final 32 units of the RAF order were eventually cancelled. The RAF Phantom, given the designation FGR.2, was broadly similar to the naval version, with some minor variations in terms of engines, avionics and structure relating to its use as a land-based rather than carrier-based aircraft.

The first RAF Phantom unit was 228 Operational Conversion Unit, which was stood up in August 1968. The Phantom entered operational service as part of Strike Command in May 1969, when 6 Squadron was formed at RAF Coningsby in the tactical strike role. 54 Squadron was formed in September the same year, followed by 41 Squadron in 1972 as a tactical reconnaissance unit. A further four squadrons were formed under the auspices of RAF Germany in 1970 and 1971: 2 Squadron, 14 Squadron, 17 Squadron, and 31 Squadron, all at RAF Brüggen.

Along with their conventional strike role, 14, 17, and 31 Squadrons were assigned a tactical nuclear strike role by Supreme Headquarters Allied Powers Europe (SACEUR), using weapons supplied by the United States. After initial work-up, 2 Squadron operated from RAF Laarbruch in the tactical reconnaissance role. The aircraft assigned to the two tactical reconnaissance units were fitted with a pod containing four optical cameras, an infrared linescan and a sideways looking radar.

During the 1970s, France and the UK were developing a new aircraft, the SEPECAT Jaguar, which could fill the RAF tactical strike and reconnaissance missions: the Jaguar was introduced into service in 1974, and led to a re-think of the Phantom's role as, at the same time, the limitations of the Lightning as an interceptor were becoming more apparent. The conversion of the RAF's FGR.2 squadrons to operate the Jaguar, combined with its procurement of the Blackburn Buccaneer, meant that it was possible to begin transferring Phantoms to operate purely as interceptors in the air defence role.

Air defence

In October 1974, 111 Squadron converted from the Lightning to the Phantom FGR.2, becoming the first unit to operate the type in the air defence role (notwithstanding 43 Squadron, which had used the FG.1 version since 1969). As more Jaguars were delivered, Phantoms were released enabling existing Lightning squadrons to be converted; 19 Squadron and 92 Squadron, the forward-deployed air defence units in Germany, converted in 1976 and 1977 respectively, at the same time moving from RAF Gütersloh, which was the closest RAF base to the East German border, to RAF Wildenrath, taking advantage of the Phantom's superior range over the Lightning. Three other UK based squadrons, 23, 29 and 56, were also converted between 1974 and 1976. 111 Squadron, which had been the first unit to use the FGR.2 as an interceptor, converted to the FG.1 version in 1979 following the transfer of the RN's remaining airframes to the RAF. The Phantom subsequently served as the RAF's primary interceptor for over a decade until the introduction into service of the Panavia Tornado F.3 in 1987.

When Phantoms were first delivered to interceptor squadrons, they remained in the grey-green disruptive colouration camouflage scheme more associated with the strike and close air support missions they had originally undertaken. During the late 1970s, the RAF began experimenting with new colours for its air defence units, and 56 Squadron was tasked with trialling proposed new schemes. In October 1978, a Phantom FGR.2 of 56 Squadron became the first to be painted in the new "air superiority grey" colour, combined with small, low-visibility roundels and markings. Although the roundel remained in low-visibility colours, individual squadron markings eventually returned to more observable sizes and colours.

In May 1982, three Phantoms from 29 Squadron were forward deployed to RAF Wideawake on Ascension Island to provide air cover for the RAF's operations during the Falklands War, replacing Harriers of 1 Squadron, which were transiting to the war zone. In October 1982, following the end of the conflict and the reconstruction of the runway, 29 Squadron detached nine of its aircraft to RAF Stanley to provide air defence for the Falkland Islands. In March 1983, 23 Squadron took up the role, remaining stationed there until October 1988, when they were replaced by 1435 Flight.

Initially, it was intended that Phantoms and Tornados would serve alongside each other. A total of 152 Tornado F.3s were ordered for the RAF, enough to convert four squadrons of Phantoms and two of Lightnings, but insufficient to completely convert every air defence squadron. The intention was to retain a pair of UK based Phantom squadrons at RAF Wattisham, alongside a pair of Tornado units at RAF Coningsby to provide air defence cover for the southern half of the UK Air Defence Region. Another two squadrons stationed in Germany would also be retained. However, the end of the Cold War saw the Phantom withdrawn from service under the Options for Change defence review. This saw the disbanding of 228 Operational Conversion Unit in January 1991, with the Phantom Training Flight, which had previously operated FG.1 training between 1972 and 1978, re-established for twelve months to run refresher courses on the type.

As part of the gradual run down of the RAF's presence in Germany, the two forward-based units were to be disbanded, and there would also be a reduction in the number of air defence squadrons, leading to the two UK-based units being disbanded in late 1992. Just prior to the final withdrawal of the Phantom, it was recalled operationally as a result of Operation Granby, the UK's participation in the First Gulf War, when aircraft from 19 and 92 Squadrons were forward deployed to provide air defence cover at RAF Akrotiri; this was to replace the Tornados that had been originally deployed there on exercise, and were subsequently sent to the Gulf region. Following their withdrawal from service, with a few exceptions, the bulk of the RAF's FGR.2 fleet was scrapped. Over their service life, 37 FGR.2s were lost to crashes.

Operators (FGR.2)

•  Royal Air Force

F-4J(UK) Phantom F.3

F-4J(UK) Phantom F.3
A Royal Air Force Phantom F.3 of 74 Squadron in 1984.
Role	Air defence interceptor Type of aircraft
National origin	United States
Manufacturer	McDonnell Douglas
First flight	10 August 1984; 39 years ago (1984-08-10)
Introduction	19 October 1984; 39 years ago (1984-10-19)
Retired	31 January 1991; 33 years ago (1991-01-31)
Status	withdrawn
Primary user	Royal Air Force
Produced	1984
Number built	15
Career
Serial	ZE350 – ZE364

In 1984, following the deployment of a squadron of Phantoms to the Falkland Islands, the government decided that the resulting gap in the UK's air defences needed to be filled, and so sought to purchase another squadron of Phantoms. Because the aircraft in RAF service were a special production batch built to UK specifications, it was not possible to obtain identical aircraft. A total of 15 airframes, each with no more than 4,300 hours, were selected from among the best of the ex-USN F-4Js stored at the Aerospace Maintenance and Regeneration Center at Davis–Monthan Air Force Base in Arizona. The F-4J was chosen because it was the variant from which the RAF's F-4Ks and F-4Ms were developed, and was thus the closest available to the British aircraft. However, three of the initially selected airframes had to be rejected, and were replaced with three alternatives. The 15 that were ultimately procured were extensively refurbished at the Naval Air Rework Facility at Naval Air Station North Island, and brought to a standard almost equivalent to the F-4S, which was the last variant in service with the USN, the only differences being the absence of leading-edge slats and a helmet gun sight.

The major difference between the F-4J and the British Phantoms was the absence of the Rolls-Royce Spey turbofan, the former being fitted with the General Electric J79-10B turbojet. Initially capable of carrying the AIM-7 Sparrow and AIM-9 Sidewinder air-to-air missiles (AAM), they were soon made compatible with the Skyflash and SUU-23A gun pod, bringing them into line with the rest of the RAF's Phantoms. Despite modifications to allow them to operate with the rest of the fleet, the F-4Js retained the vast bulk of the equipment they were originally fitted with, even requiring their crews to use American flying helmets.

Although the new Phantoms were assigned a British designation as the F.3, to avoid confusion with the incoming Tornado ADV (the definitive version of which was also designated F.3) they were generally referred to as the F-4J(UK). They were assigned to 74 Squadron at RAF Wattisham in Suffolk, which stood up in October 1984, two months after the first flight. When they were procured, the fifteen airframes were expected to have a five-year service lifespan; ultimately, the F.3 was retained through the transition to the Tornado, which began entering service in 1987, remaining in operation for seven years. In 1990, thanks to the conversion of F-4M squadrons to the Tornado, the RAF were able to transfer the best of its remaining FGR.2s to 74 Squadron, which meant that the F.3 was able to be withdrawn in January 1991. With a couple of exceptions, all of the RAF's F-4Js were broken up for scrap. One of the 15 airframes was lost in a crash in 1987, killing both crew members.

Operators (F.3)

•  Royal Air Force
  • No. 74 Squadron

Variations

Between the FG.1 and FGR.2

The Phantom FG.1 and FGR.2 as built were similar, being fitted with broadly the same turbofan jet engines and avionics, although there were minor differences. The FG.1 was initially fitted with the Mark 201 version of the Rolls-Royce Spey, while the FGR.2 had the Mark 202; the Mark 201 had an unacceptable time lag between throttle movement and engine response, which was remedied in the 202. The 201 was eventually upgraded to the Mark 203 version, which had a modified control system for the afterburner, allowing it to light faster and enable power to be applied quickly in the event of a bolter on the small decks of the RN's aircraft carriers. Both variants were fitted with a version of the same avionics package; the FG.1 was fitted with the AN/AWG-11, which differed primarily in having a nose radome that was hinged and able to fold backwards against the aircraft's fuselage to allow for storage in the hangar of an aircraft carrier; the system was designed to be integrated with both the AGM-12 Bullpup missile and the WE.177 free-fall nuclear weapon as required. The AN/AWG-12 fitted to the FGR.2 was not foldable, and featured a better ground mapping mode, to take into account the strike role for which the type was originally procured; allied to this was a Ferranti inertial navigation/attack system (removed when the type converted to the air defence role). Additionally, as the FGR.2 was procured to undertake the tactical reconnaissance mission, 30 airframes were specifically wired to allow carriage of the reconnaissance pod developed by EMI. It was also configured to be able to control the SUU-23/A gun pod; FG.1s used by the RAF were also able to use the gun pod, but the RN's FG.1s lacked this capability.

Between British Phantoms and other Phantoms

Although there were minor differences between the two types of Phantom built for the UK, there were many significant ones between the British Phantoms and those built for the United States. The most obvious was the substitution of the Rolls-Royce Spey turbofan for the General Electric J79 turbojet. The Spey was shorter but wider than the J79, which meant that the British Phantoms' rear fuselage had to be widened by 152 millimetres (6 inches). The position of the afterburner also meant that the rear of the fuselage had to be made deeper. The engine had higher mass flow rates which required the intakes to be enlarged by 20%, with a consequent increase in drag. To further increase airflow at lower speeds, auxiliary intake doors were fitted on the rear fuselage.

Performance estimates of the British Phantom compared to its American equivalent indicated that the former had a 30% shorter take-off distance, 20% faster climb to altitude, higher top speed, and longer range. The Spey was more efficient at lower altitudes, and had better acceleration at low speed, giving British Phantoms better range and acceleration, which was shown during the deployment of 892 NAS to the Mediterranean aboard USS Saratoga in 1969, when the F-4K was repeatedly quicker off the deck than the F-4J used by the Americans. It was less efficient at higher altitudes, the British Phantoms lacking speed compared to J79-powered versions owing to the increased drag of the re-designed fuselage. This discrepancy became apparent when the F-4J was obtained by the UK in 1984; it was regarded as being the best of the three variants to serve in the RAF.

The small size of the aircraft carriers HMS Eagle and HMS Ark Royal, from which the RN's Phantoms were intended to operate, compared to the USN carriers of the period, meant that the F-4K version required significant structural changes compared to the F-4J, from which it was descended, and which performed a similar role. As well as the folding nose radome to allow for storage in the smaller hangars of the British ships, it had to have a significantly strengthened undercarriage to account for higher landing weights (British policy was to bring back unused ordnance). The F-4J featured a nosewheel oleo that extended by 20 inches (51 centimetres) to provide the correct attitude for launch from American catapults. The F-4K's nose wheel oleo extended by 40 inches (100 centimetres) to increase the take-off attitude (the extension of the nose wheel put the Phantom at a 9° attitude) due to the shorter and less powerful British catapults. It was also fitted with drooping ailerons, enlarged leading edge flaps, and a slotted tailplane, and increased flap and leading edge blowing, all to improve the lift and handling characteristics of the aircraft during operation from the much smaller carriers of the Royal Navy.

As the Phantom continued in service, other changes were made, most notably the Marconi ARI.18228 Radar Warning Receiver (RWR) fitted on top of the vertical stabiliser of FG.1 and FGR.2 Phantoms in the mid-1970s, but not to the F.3, which retained the original RWR in fairings on the leading edges of the wings. The F.3 also retained its original AN/AWG-10 radar, which was upgraded to AN/AWG-10B standard as part of the procurement package, making it both clearer and more reliable than the derived AN/AWG-11 and AN/AWG-12 units in the FG.1 and FGR.2. From 1978, the Skyflash AAM, derived from the AIM-7 Sparrow, began to be delivered to RAF Phantom units, and was used concurrently with the Sparrow; all three UK Phantom variants were eventually fitted to operate the Skyflash.

• UK versions compared
• 
  FG.1; 40 in (100 cm) telescopic nose wheel oleo; nose radome hinged to swing back; wider and shorter engine exhausts; bigger air intakes; deeper rear fuselage; RWR installation on tail-fin
• 
  FGR.2; no telescopic nose wheel; nose radome not hinged; wider and shorter engine exhausts; bigger air intakes; deeper rear fuselage; RWR installation on tail-fin
• 
  F.3; 20 in (51 cm) telescopic nose wheel oleo; nose radome not hinged; narrower and longer exhausts; narrower air intakes; shallower rear fuselage; no RWR installation on tail

Aircraft production

The first batch of F-4 Phantoms produced for the United Kingdom received aircraft registrations in the XT range, with a total of 44 production models (20 × FG.1 and 24 × FGR.2), as well as the four prototypes and two pre-production models being given XT serial numbers. The bulk of the UK's specially built Phantoms were delivered with XV serials (94 × FGR.2 and 28 × FG.1), while the two cancelled sets of airframes (32 × FGR.2 and 7 × FG.1) also received XV numbers. The second-hand examples (15 × F.3) obtained in 1984 received serials in the ZE range.

Other UK Phantom proposals

Although the Phantom was ordered in 1966, the variants that were eventually constructed were not the first to be offered to the UK. McDonnell Aircraft had been conducting studies into the possibility of the Royal Navy using the Phantom on its carriers since 1959.

Other proposed Spey-powered Phantoms

McDonnell concluded that more power was needed than the J79 turbojet could provide to operate from the smaller decks of British carriers, and as a result, consulted Rolls-Royce about whether the RB-168 Spey turbofan, then in development for use in the Blackburn Buccaneer, could be fitted to the aircraft. In 1960, McDonnell approached the Royal Air Force with its model number 98CJ, which was an F4H-1 (later F-4B) with various modifications, including the installation of the Spey Mk.101 turbofan. McDonnell continued studies, proposing afterburning Mk.101 engines in 1962, while trials of an F-4B fitted with an extendable nose wheel oleo took place aboard USS Forrestal in 1963. In 1964, the company proposed the model 98FC, which was identical to the F-4D variant, but would have been fitted with the RB.168-25R.

RF-4M

A further proposal came after the order for the F-4M was being finalised, and was a result of the UK's need for an aircraft to perform the tactical reconnaissance role. For this, McDonnell offered two options:

• The standard F-4M fitted with a reconnaissance pod in place of the centreline external fuel tank;
• A modified airframe, designated as RF-4M, with the reconnaissance equipment carried internally.

Although the RF-4M would have had some advantages, it was discounted as the cost would have been greater, with consequently fewer aircraft purchased, while only those that had been modified would have been able to undertake the reconnaissance mission. Ultimately, the RAF chose the standard F-4M and external pod, which allowed all of its aircraft to perform all designated roles.

F-4(HL)

Another McDonnell proposal was a variation of the carrier-based Phantom, with the goal of improving catapult performance and lowering approach speeds. The F-4(HL), also known as Model 98HL, was planned as a Spey-powered aircraft with a longer fuselage and wingspan, less sweep, stabilators with increased area, and air intakes with auxiliary blow-in doors to increase airflow at low speeds. This proposal was not taken forward.

Replacement

Panavia Tornado

In the early 1970s, the RAF issued an Air Staff Requirement (ASR) for the development of a new interceptor intended to replace both the Phantom and the Lightning. An early proposal was McDonnell Douglas's plan for a Phantom with a variable-geometry wing. This was rejected by the RAF owing to the fact that there was little apparent improvement in performance over the existing Phantom, and that it might affect the development of the Multi-Role Combat Aircraft (MRCA). An alternative idea was to take the MRCA, which evolved into the Panavia Tornado, and develop an interceptor version. The UK's partners in the MRCA project displayed no enthusiasm for this air defence version of the Tornado, so the UK alone began the process, and the authorisation for what came to be known as the Tornado Air Defence Variant (ADV) was issued in March 1976. The initial plan was for the Tornado to replace the remaining two squadrons of Lightnings, as well as all seven squadrons of Phantoms.

While the Tornado was in development, the RAF looked at interim measures to replace the Phantom, which had been in service for over a decade by 1980, and was beginning to suffer from fatigue; one proposal was the lease or purchase of F-15 Eagles to re-equip 19 and 92 Squadrons, the units stationed in Germany. Further suggestions were that up to 80 F-15s be procured, to replace the Phantom and Lightning squadrons then in service, or even cancel the Tornado entirely and purchase the F-15 with UK adaptations (specifically fitting of the AI.24 Foxhunter radar developed for the Tornado, and the Skyflash air-to-air missile).

In the end, the F-15 option was not seriously considered, as it was felt there would not be time or cost savings over the Tornado ADV. The Tornado ultimately replaced the Phantom in four squadrons; the two FG.1 units, plus two FGR.2 units (23 and 29 Squadrons), while 56 and 74 Squadrons, and the two Germany based units (19 and 92 Squadrons) retained the Phantom.

BAe Sea Harrier

In the 1970s, the RN was developing what was known as the 'Through-Deck Cruiser', a 20,000-ton ship with a full-length flight deck intended to embark a squadron of large anti-submarine warfare helicopters. Almost as soon as the first ship, HMS Invincible, was ordered, another specification was added to the design: as well as the helicopters, a small squadron of STOVL aircraft would form part of the air group to act as a deterrent to long-range reconnaissance aircraft. This concept initially dated back to 1963, when the prototype Hawker Siddeley P.1127 Short Take-Off and Vertical Landing (STOVL) aircraft undertook initial landings aboard HMS Ark Royal, while three years later, a pre-production Hawker Siddeley Kestrel (which subsequently became the Harrier), conducted a series of extensive trials from HMS Bulwark, which proved the concept of using vertical landing aircraft aboard carriers. As a result, a navalised version of the Harrier was developed. Over the life of the design process, the Sea Harrier's air defence role was augmented by responsibility for reconnaissance and maritime strike missions. In March 1980, 14 months after 892 Naval Air Squadron was decommissioned and its Phantoms handed over to the RAF, 800 Naval Air Squadron was formed as the first operational Sea Harrier squadron.

Aircraft replaced by and replacing the Phantom

Sir Sydney Camm, the Chief Designer at Hawker for many years, once said that no British aircraft could be considered a success until it was able to match the capabilities of the Phantom. In the RAF and RN, it was the direct replacement in squadron service for a total of four different aircraft types, comprising nine separate variants. In turn, the Phantom was replaced in squadron service by three different aircraft (see table):

Aircraft on display

The below list details aircraft that were placed on display after service with the Royal Air Force or Royal Navy. The remaining aircraft were either lost in crashes or scrapped following withdrawal.

YF-4K (prototype)

• XT596 — Fleet Air Arm Museum, RNAS Yeovilton, Somerset, England.

F-4K

• XT597 — Bentwaters Cold War Museum, Woodbridge, Suffolk, England – not on public display.
• XT864 — Ulster Aviation Society, Maze-Long Kesh, Lisburn, Northern Ireland.
• XV426 — City of Norwich Aviation Museum, Norwich, Norfolk, England (cockpit section only)
• XV582 — South Wales Aviation Museum, St Athan, Wales.
• XV586 — RNAS Yeovilton, Somerset, England – stored not on display.

F-4M

• XT891 — RAF Coningsby, Lincolnshire, England.
• XT899 — Kbely Museum, Czech Republic.
• XT905 — Bentwaters Cold War Museum, Woodbridge, Suffolk, England – not on public display.
• XT914 — Wattisham Airfield, Suffolk, England.
• XV401 — Bentwaters Cold War Museum, Woodbridge, Suffolk, England.
• XV406 — Solway Aviation Museum, Carlisle Airport, Cumbria, England.
• XV408 — Tangmere Military Aviation Museum, West Sussex, England.
• XV415 — RAF Boulmer, Alnwick, Northumberland, England.
• XV424 — Royal Air Force Museum London, Colindale (former RAF Hendon), London, England.
• XV470 — RAF Akrotiri, Cyprus – stored and not on public display.
• XV474 — Imperial War Museum Duxford, Cambridgeshire, England.
• XV497 — Bentwaters Cold War Museum, Woodbridge, Suffolk, England, England.

F-4J(UK)

• ZE359 — American Air Museum, Duxford Aerodrome, Cambridgeshire, England; painted in USN VF-74 Squadron markings.
• ZE360 — Defence Fire Training and Development Centre, Manston Airport, Kent, England – not on public display.

Future preservation

In October 2019, the British Phantom Aviation Group (BPAG) announced plans to restore two of the remaining Phantoms not on public display, with the aim of finding display locations for them. In partnership with the 74 Squadron Association, the BPAG obtained ZE360, a Phantom F.3 stored at Manston in Kent, and one of only two remaining complete examples, with the ultimate goal of displaying it in its original RAF markings. The other planned restoration is of XT597, one of the two pre-production FG.1 aircraft that was used for its entire career by the A&AEE. Upon restoration, this will form part of the BPAG's collection.

Specifications (F-4K)

Data from Aircraft of the Royal Navy since 1945,

General characteristics

• Crew: 2
• Length: 57 ft 7 in (17.55 m)
• Wingspan: 38 ft 4.5 in (11.7 m)
• Height: 16 ft 1 in (4.9 m)
• Empty weight: 31,000 lb (14,061 kg)
• Max takeoff weight: 56,000 lb (25,402 kg)
• Powerplant: 2 × Rolls-Royce Spey 203 low bypass turbofans, 12,140 lbf (54.0 kN) thrust each dry, 20,500 lbf (91 kN) with afterburner

Performance

• Maximum speed: 1,386 mph (2,231 km/h, 1,204 kn) at 40,000 ft (12,190 m)
• Maximum speed: Mach 1.9
• Ferry range: 1,750 mi (2,816 km, 1,520 nmi)
• Service ceiling: 60,000 ft (18,300 m)

Armament

• Air defence
  • 4 × AIM-7 Sparrow or Skyflash in fuselage recesses plus 2 × Sparrow / Skyflash on underwing pylons and 4 × AIM-9 Sidewinders on underwing shoulder rails
  • SUU-23/A gun pod on centreline pylon with up to 1,200 rounds (RAF aircraft only)
• Strike
  • Up to 180 SNEB 68mm unguided rockets;
  • Mix of 500lb, 750lb and 1000lb free-fall or retarded bombs
  • B28/B43/B57 tactical nuclear weapons

Avionics

• Ferranti AN/AWG-11 multi-mode radar
• Marconi ARI18228 Radar Warning Receiver
• Marconi AN/ASN-39A computer
• AN/ARN-91 TACAN bearing/distance navigation system
• Cossor IFF
• STR-70P radio altimeter

The F.3 retained a high degree of American equipment, and was longer, lighter, and faster at altitude. The FG.1 and FGR.2 were broadly identical, with the only significant difference, aside from those already stated, being the ability of the FGR.2 to carry the dedicated reconnaissance pod built by EMI, and containing the following:

• 2 × F.135 forward facing camera
• 4 × F.95 oblique facing camera
• Texas Instruments RS700 infra-red linescan
• MEL/EMI Q-Band sideways looking reconnaissance radar

Phantom bases

The Royal Air Force operated the Phantom from a number of bases in the UK, Germany, and the Falkland Islands during its operational service, while the Royal Navy initially based its Phantom units at its main air station at RNAS Yeovilton; following the disbanding of the FAA's dedicated training squadron, its sole operational Phantom squadron was subsequently moved to take up residence at the RAF's base at RAF Leuchars.

Bases utilised by Phantom squadrons of the Royal Navy (RN) and Royal Air Force (RAF)

base	years used	number of squadrons	location map
Phantom bases in the United Kingdom
RNAS Yeovilton	Apr 1968 – Sep 1972	3 × RN squadrons	RAF Leuchars RNAS Yeovilton RAF Wattisham RAF Coningsby
RAF Leuchars	Sep 1969 – Jan 1990	1 × RN squadron
		3 × RAF squadrons
		1 × RAF flight
RAF Coningsby	May 1969 – Apr 1987	5 × RAF squadrons
RAF Wattisham	Nov 1975 – Sep 1992	3 × RAF squadrons
		1 × RAF flight
Phantom bases in Germany (map displays North Rhine-Westphalia)
RAF Laarbruch	Dec 1970 – Feb 1976	1 × RAF squadron	RAF Brüggen RAF Laarbruch RAF Wildenrath
RAF Brüggen	Jun 1970 – Jun 1976	3 × RAF squadrons
RAF Wildenrath	Dec 1976 – Jan 1992	2 × RAF squadrons
Phantom bases in the Falkland Islands
RAF Stanley	Oct 1982 – May 1985	2 × RAF squadrons	RAF Stanley RAF Mount Pleasant
RAF Mount Pleasant	May 1985 – Jun 1992	1 × RAF squadron
		1 × RAF flight

See also

• McDonnell Douglas F-4 Phantom II in Australian service
• F-4 Phantom II non-U.S. operators