Tag Archives: McDonnell Aircraft Corporation

20 November 1963

Brigadier General Gilbert L. Meyers and Colonel Frank K. Everest delivered the first production McDonnell F-4C Phantom IIs to the Tactical Air Command at MacDill Air Force Base, Florida. (U.S. Air Force)

20 November 1963: The U.S. Air Force Tactical Air Command accepted its first two production McDonnell F-4C Phantom II jet fighters, F-4C-15-MC 63-7415 ¹ and F-4C-15-MC 63-7416. These aircraft were the ninth and tenth production F-4Cs. They were flown from the McDonnell plant at St. Louis, Missouri, to MacDill Air Force Base, Tampa, Florida, by Brigadier General Gilbert Louis Meyers, commanding the 836th Air Division, and Colonel Frank Kendall (“Pete”) Everest, a world-famous test pilot, commanding the 4453rd Combat Crew Training Squadron. Co-pilot for General Meyers was Captain Joseph D. Moore. Captain Thomas C. Ross flew with Colonel Everest. The two new fighters arrived at 11:00 a.m., local time.

Lieutenant General Charles B. Westover, Vice Commander, Tactical Air Command, formally accepted the new fighters on behalf of TAC. Up until this time, the 4453rd had been training crews with McDonnell F-4B Phantom IIs on loan from the United States Navy.

McDonnell F-4C15-MC 63-7415 at Gila Bend AAF, 1967. (Stephen Miller)
McDonnell F-4C-15-MC Phantom II 63-7415, 4453rd Combat Crew Training Wing, at Gila Bend Auxiliary Air Field, Arizona, 1967. (Stephen Miller)

The McDonnell F-4C Phantom II (originally designated F-110A Spectre) was produced for the U.S. Air Force, based on the U.S. Navy McDonnell F4H-1 (F-4B after 1962) fleet defense interceptor. Evaluation testing had shown the the Navy’s F4H was superior to the Air Force Convair F-106 Delta Dart. It was faster, could fly higher, had a longer range and greater payload. It was also better suited as a tactical fighter.

The Navy operated its Phantom IIs with a pilot and a radar systems operator. The Air Force’s F-4C variant was equipped with dual flight controls and was flown by two rated pilots. The F-4C was externally the same as the F-4B, but otherwise differed by the addition of a ground attack capability. Also, while the F-4B used a hose-and-drogue system for air-to-air refueling, the F-4C was equipped with a boom refueling system. It retained the folding wings and arresting hook of the Navy variant, but deleted catapult provisions.

McDonnell F-4C-15-MC 63-7415 in SEA camouflage in service with the Hawaii Air National Guard.
McDonnell F-4C-15-MC 63-7415 in four-color South East Asia camouflage scheme, in service with the Hawaii Air National Guard.

The F-4C was 58 feet, 3¾ inches (17.774 meters) long, with a wingspan of 38 feet, 5 inches (11.709 meters) and height of 16 feet, 3 inches (4.953 meters). Its empty weight was 28,496 pounds (12,926 kilograms) and its maximum takeoff weight was 58,000 pounds (26,308 kilograms).

The F-4C-15-MC was powered by two General Electric J79-GE-15 engines. The J79 is a single-spool, axial-flow turbojet engine, with a 17-stage compressor section and 3-stage turbine. The J79-GE-15 is rated at 10,900 pounds of thrust (48.49 kilonewtons) and 17,000 pounds (75.62 kilonewtons) with afterburner. It is 17 feet, 4.7 inches (5.301 meters) long, 3 feet, 2.3 inches (0.973 meters) in diameter and weighs 3,699 pounds (1,677.8 kilograms).

F-4C 63-7415 in two-color gray air superiority camouflage, 199th Tactical Fighter Squadron, Hawaii Air National Guard.
McDonnell F-4C-15-MC 63-7415 in three-color gray air superiority camouflage, 199th Tactical Fighter Squadron, Hawaii Air National Guard.

The F-4C had a maximum speed of 826 miles per hour (1,329 kilometers per hour)—Mach 1.09—at Sea Level, and 1,433 miles per hour (2,306 kilometers per hour)—Mach 2.17— at 48,000 feet (14,630 meters). The fighter’s service ceiling was 56,100 feet (17,099 meters). Its maximum unrefueled range, with external fuel tanks, was 1,926 miles (3,100 kilometers).

Awaiting restoration, McDonnell F-4C-15-MC Phantom II 63-7415 at San Antonio, Texas. (ABC Pic)
Awaiting restoration, McDonnell F-4C-15-MC Phantom II 63-7415 at San Antonio, Texas. (Air-Britain Photographic Images Collection)

The standard armament for the F-4C were four AIM-7 Sparrow radar-homing missiles carried in recessed in the bottom of the fuselage. Four AIM-9 Sidewinder heat-seeking missiles could be carried on underwing pylons. A maximum of 16,000 pounds (7,257 kilograms) of bombs on five hardpoints.

This McDonnell F-4 Phantom II is armed with a centerline gun pod, four AIM-7 Sparrow radar-homing guided missiles and four AIM-9 Sidewinder infrared-homing missiles. (Tommy Wu/McDonnell Douglas F-4 Phantom Phanatics)

During the Vietnam War, the missile armament of the Phantom II was found unsatisfactory in dogfights with enemy aircraft. The violent maneuvers of Air Combat Maneuvering (“ACM”) made it difficult for the missiles to align and track the intended target. Of 612 AIM-7 Sparrows fired by F-4s, only 56 enemy aircraft were destroyed, while 187 AIM-9 Sidewinders brought down 29 enemy aircraft. This was a kill ratio of 9% and 16%, respectively.

A SUU-16/A gun pod is test fired on McDonnell YRF-4C-14-MC Phantom II 62-12201 (YRF-110A Spectre). (U.S. Air Force)

Forward-thinking planners had assumed that an all-missile armament was all that was required in the modern era, so F-4s were built without any machine guns or cannon. The Air Force used an SUU-16/A pod containing a General Electric M61A1 20 mm rotary cannon with 1,200 rounds of ammunition mounted to the F-4’s centerline hardpoint. (Two additional SUU-16/A pods could be mounted on the outboard underwing hardpoints.) This was useful in close-in combat, but the airplane was not equipped with a suitable gun sight. It was not until the F-4E variant that a gun was incorporated into the airplane.

McDonnell F-4C-15-MC Phantom II 63-7416. This fighter crashed 22 May 1964, killing both pilots. (U.S. Air Force)
McDonnell F-4C-15-MC Phantom II 63-7416. Note the FJ-416 “buzz number” on the fuselage. This fighter crashed at the Avon Park Bombing Range, Florida, 22 May 1964, killing both pilots, Captain Joseph P. Onate and Captain William F. Buhrman. (U.S. Air Force)

The F-4C first flew 27 May 1963. 583 of this variant before production shifted to the F-4D in 1966. The F-4C remained in service until the last was retired from the Oregon Air National Guard in 1989.

Recommended reading: Engineering the F-4 Phantom II: Parts Into Systems by Glenn E. Bugos, Naval Institute Press, Annapolis, Maryland, 1996

The first McDonnell F-4C Phantom II, 63-7407. (U.S. Air Force)

¹ Source: UNITED STATES AIR FORCE STATISTICAL DIGEST FISCAL YEAR 1964 (19th Edition), Directorate of Data Automation (AFADA), Comptroller of the Air Force, Headquarters, USAF, Washington, D.C.: Chronology of United States Air Force Major Events— FY 1964, at Page XXXVIII

© 2019, Bryan R. Swopes

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11 November 1966, 20:46:33.419 UTC, T minus Zero

Gemini XII lifts off from LC-19 at 2:21:04 p.m., EST, 11 November 1966. (NASA)
Gemini XII lifts off from LC-19 at 3:46:33 p.m., EST, 11 November 1966. (NASA)

11 November 1966: Gemini 12 lifted off from Launch Complex 19 at the Cape Canaveral Air Force Station, Florida, at 3:36.33.419 p.m., Eastern Standard Time. Two NASA Astronauts, Captain James A Lovell, Jr., United States Navy, and Major Edwin E. (“Buzz”) Aldrin, Jr., United States Air Force, were the crew. This was the second space flight for Lovell, who had previously flown on Gemini VII, and would later serve as Command Module Pilot on Apollo 8 and Mission Commander on Apollo 13. It was Aldrin’s first space flight. He would later be the Lunar Module Pilot of Apollo 11, and was the second human to set foot of the surface of the Moon.

The Gemini 12 mission was to rendezvous and docking with an Agena Target Vehicle, which had been launched from Launch Complex 14, 1 hour, 38 minutes, 34.731 seconds earlier by an Atlas Standard Launch Vehicle (SLV-3), and placed in a nearly circular orbit with a perigee of 163 nautical miles (187.6 statute miles/301.9 kilometers) and apogee of 156 nautical miles (179.5 statute miles/288.9 kilometers).

Artist’s concept of Gemini spacecraft, 3 January 1962. (NASA-S-65-893)

The two-man Gemini spacecraft was built by the McDonnell Aircraft Corporation of St. Louis, the same company that built the earlier Mercury space capsule. The spacecraft consisted of a reentry module and an adapter section. It had an overall length of 19 feet (5.791 meters) and a diameter of 10 feet (3.048 meters) at the base of the adapter section. The reentry module was 11 feet (3.353 meters) long with a diameter of 7.5 feet (2.347 meters). The weight of the Gemini varied from ship to ship, but Spacecraft 12 weighed 8,296.47 pounds (3,763.22 kilograms) at liftoff.

The Titan II GLV was a “man-rated” variant of the Martin SM-68B intercontinental ballistic missile. It was assembled at Martin Marietta’s Middle River, Maryland plant so as not to interfere with the production of the ICBM at Denver, Colorado. Twelve GLVs were ordered by the Air Force for the Gemini Program.

The Titan II GLV was a two-stage, liquid-fueled rocket. The first stage was 63 feet (19.202 meters) long with a diameter of 10 feet (3.048 meters). The second stage was 27 feet (8.230 meters) long, with the same diameter. The 1st stage was powered by an Aerojet Engineering Corporation LR-87-7 engine which combined two combustion chambers and exhaust nozzles with a single turbopump unit. The engine was fueled by a hypergolic combination of hydrazine and nitrogen tetroxide. Ignition occurred spontaneously as the two components were combined in the combustion chambers. The LR-87-7 produced 430,000 pounds of thrust (1,912.74 kilonewtons).¹ It was not throttled and could not be shut down and restarted. The 2nd stage used an Aerojet LR-91 engine which produced 100,000 pounds of thrust (444.82 kilonewtons).²

The Gemini/Titan II GLV combination had a total height of 109 feet (33.223 meters) and weighed approximately 340,000 pounds (154,220 kilograms) when fueled.³

Astronaut Buzz Aldrin standing in the open hatch of Gemini XII in Earth orbit. (NASA)

Gemini XII was the tenth and last flight of the Gemini program. The purpose of this mission was to test rendezvous and docking with an orbiting Agena Target Docking Vehicle and to test extravehicular activity (“EVA,” or “space walk”) procedures. Both of these were crucial parts of the upcoming Apollo program and previous problems would have to be resolved before the manned space flight projects could move to the next phase.

Buzz Aldrin had made a special study of EVA factors, and his three “space walks,” totaling 5 hours, 30 minutes, were highly successful. The rendezvous and docking was flown manually because of a computer problem, but was successful. In addition to these primary objectives, a number of scientific experiments were performed by the two astronauts.

Gemini XII is tethered to the Agena TDV, in Earth orbit over the southwest United States and northern Mexico. (NASA)
Gemini XII is tethered to the Agena TDV, in Earth orbit over the southwest United States and northern Mexico. (NASA)

Gemini XII reentered Earth’s atmosphere and splashed down in the Atlantic Ocean, just 3.8 nautical miles (4.4 statute miles/7.0 kilometers) from the planned target point. Lovell and Aldrin were hoisted aboard a Sikorsky SH-3A Sea King helicopter and transported to the primary recovery ship, USS Wasp (CVS-18). The total duration of the flight was 3 days, 22 hours, 34 minutes, 31 seconds.

Gemini XII astronauts Major Edwin E. Aldrin, Jr., USAF, and Captain James A. Lovell, Jr., USN, arrive aboard USS Wasp (CVS-18), 15 November 1966. (NASA)

¹ Post-flight analysis gave the total average thrust of GLV-12’s first stage as 458,905 pounds of thrust (2,041.31 kilonewtons)

² Post-flight analysis gave the total average thrust of GLV-12’s second stage as 99,296 pounds of thrust (441.69 kilonewtons)

³ Gemini XII/Titan II GLV (GLV-12) weighed 345,710 pounds (156,811 kilograms) at Stage I ignition.

© 2018, Bryan R. Swopes

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21 October 1959

Gerald Huelsbeck
Gerald Huelsbeck

21 October 1959: McDonnell Aircraft Corporation test pilot Gerald (“Zeke”) Huelsbeck was killed while test flying the first prototype YF4H-1 Phantom II, Bureau of Aeronautics serial number (“Bu. No.”) 142259.

The McDonnell YF4H-1 Phantom II, Bu. No. 142259, takes off at Edwards Air Force Base during preparations for Operation Top Flight. (McDonnell Aircraft Corporation)
McDonnell YF4H-1 Phantom II Bu. No. 142259 takes off at Edwards Air Force Base during preparations for Operation Top Flight. (McDonnell Aircraft Corporation)

In October 1959 the Navy tried, a bit prematurely, for its first world record with the F4H. McDonnell test pilot Gerald “Zeke” Huelsbeck, flying near Edwards AFB, was testing various flight plans for a high-altitude zoom, looking for one to recommend to the Navy test pilot who would fly the record attempt. Huelsbeck was flying the very first F4H prototype when an engine access door blew loose, flames shot through the engine compartment, and the F4H crashed, killing Huelsbeck. (Over the next three years of the F4H-1 test program three aircraft were destroyed and three crew members died, all preparing for record flights.)

Engineering the F-4 Phantom II: Parts Into Systems by Glenn E. Bugos, Naval Institute Press, Annapolis, Maryland, 1996, Chapter 5 at Page 101.

Gerald Huelsbeck
Test Pilot Gerald Huelsbeck with a prototype McDonnell YF4H-1 Phantom II. Huelsbeck is wearing a Goodyear Mk. IV full-pressure suit. (McDonnell Aircraft Corporation)

The flight control system of the YF4H-1 was damaged by the fire and went it out of control at high speed and into a spin. Zeke Huelsbeck did eject but was too low. His parachute did not open. The prototype crashed in an open area near Mt. Pinos in the Los Padres National Forest,  Ventura County, California, about 70 miles (113 kilometers) southwest of Edwards.

McDonnell YF4H-1 Bu. No. 142259 was the first prototype Phantom II. It had first been flown by Robert C. Little at Lambert Field, St. Louis, Missouri, 27 May 1958. The Phantom II was designed as a supersonic, high-altitude fleet defense interceptor for the United States Navy. It was a two-place twin engine jet fighter armed with radar- and infrared-homing air-to-air missiles.

Gerald Huelsbeck was born in Wisconsin, 16 April 1928, the third child of Walter Andrew Huelsbeck, a farmer, and Irene M. Voigt Huelsbeck. He attended Carroll College (now, Carroll University) in Waukesha, before joining the United States Navy as a midshipman. He completed flight training at NAS Whiting Field, Florida, and was commissioned as an ensign, 2 June 1950.

In 1950, Ensign Gerald Huelsbeck married Miss Mary Jean Hillary, who had also attended Carroll College. They would have two children.

Huelsbeck was promoted to lieutenant (junior grade), 2 June 1952. Assigned as a fighter pilot during the Korean War, he flew 54 combat missions in the McDonnell F2H Banshee.

While flying in the Navy, Huelsbeck experimented with helmet-mounted cine cameras:

. . . He took a standard gun camera, added a couple of gadgets, and attached it to his helmet, The camera is electrically driven and able to take about two minutes of film with a 50-foot magazine. . . “I spent some time doing ‘hand camera’ work in Korea,” he recalls. “You know, after 54 combat missions, you don’t like to think about crashing while trying to take a picture.”

The Indianapolis Star, Vol. 53, No. 116, Tuesday, 29 September 1955, Page 4 at Columns 2–4

Lt. (j.g.) Huelsbeck in teh cocpit of a Grumman F9F. A small motion picture camera is attached to his flight helmet (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)
Lt. (j.g.) Huelsbeck in the cockpit of a U.S. Navy fighter. A small motion picture camera is attached to his flight helmet. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)

He was serving with VF-11 at NAS Jacksonville, Florida, when he was selected for the United States Naval Test Pilot School at NAS Patuxent River, Maryland, in July 1953.

“Zeke” Huelsbeck left the Navy in 1955 to accept a position as a test pilot with the McDonnell Aircraft Corporation, St. Louis, Missouri. After several months, he was assigned as an experimental test pilot and project pilot of the F4H program.

At the time of the accident, Zeke Huelsbeck was the most experienced pilot flying the F4H.

Gerald Huelsbeck was 31 years old when he died. He is buried in New Berlin, Wisconsin.

McDonnell YF4H-1 Phantom II, Bu. No. 142259, at Lambert Field, St. Louis. (McDonnell Aircraft Corporations)
McDonnell YF4H-1 Phantom II, Bu. No. 142259, at Lambert Field, St. Louis. (McDonnell Aircraft Corporations)

© 2016, Bryan R. Swopes

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29 September 1954

McDonnell F-101A Voodoo 53-2418. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2418 parked on Rogers Dry Lake, Edwards Air Force Base, California. (U.S. Air Force)

29 September 1954: At Edwards Air Force Base in the high desert of southern California, McDonnell Aircraft Corporation test pilot Robert C. Little made the first flight of the first F-101A-1-MC Voodoo, 53-2418. During this flight, the new interceptor reached 0.9 Mach at 35,000 feet (10,668 meters).

The F-101A was a development of the earlier McDonnell XF-88 Voodoo and all were production aircraft. There were no prototypes.

This is an autographed photo of test pilot Robert C. Little standing in the cockpit of the McDonnell F-101A Voodoo, 53-2418, after its first flight, 29 September 1954. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers.)
This is an autographed photo of test pilot Robert C. Little standing in the cockpit of the McDonnell F-101A Voodoo, 53-2418, after its first flight, 29 September 1954. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers.)

Robert C. Little flew P-51 Mustang fighters during World War II. He joined McDonnell Aircraft Corporation as a test pilot in 1948. He flew the FH Phantom, and made the first flights of the F3H Demon, the F-101A Voodoo and the F-101B. He was next assigned as McDonnell’s chief test pilot and base manager at Edwards Air Force Base. He the made the first flight of the YF4H-1 Phantom II and conducted the early company tests of the airplane, then became the F4H program manager.

Outside the cockpit, Little rose through the company’s ranks and after the merger with Douglas, became a corporate vice president, overseeing the operations of McDonnell-Douglas at St. Louis and McDonnell-Douglas Helicopters at Mesa, Arizona.

mcDonnell F-101A-1-MC Voodoo 53-2418, right front quarter view. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2418, right front view. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2418, right profile. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2418, right profile. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2418, right rear quarter view. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2418, right rear view. (U.S. Air Force)

The McDonnell F-101A Voodoo was a single-seat twin-engine supersonic interceptor. It was 67 feet, 5 inches (20.549 meters) long with a wingspan of 39 feet, 8 inches (12.090 meters) and overall height of 18 feet (5.486 meters). The total wing area was 368 square feet (34.19 square meters). The wings’ sweep was 36° 36′ at 25% chord. The angle of incidence was 1°. There was no twist or dihedral. The F-101A weighed 24,970 pounds (11,326 kilograms) empty and had maximum takeoff weight of 49,998 pounds (22,679 kilograms).

Power was supplied by two Pratt & Whitney J57-P-13 axial-flow turbojet engines. The J57 was a two-spool axial flow turbojet which had a 16-stage compressor (9 low- and 7 high-pressure stages), and a 3-stage turbine (1 high- and 2 low-pressure stages). The J57-P-13 maximum continuous power rating of 8,700 pounds of thrust (38.70 kilonewtons); military power, 10,200 pounds (45.37 kilonewtons) (30-minute limit); and 15,000 pounds (66.72 kilonewtons) with afterburner (5 minute limit). The -P-13 was  3 feet, 4.3 inches (1.024 meters) in diameter, 17 feet, 7.0 inches (5.359 meters) long, and weighed 5,025 pounds (2,279 kilograms).

The F-101A had a maximum speed of 866 knots (997 miles per hour/1,604 kilometers per hour) at 35,000 feet (10,668 meters). Its service ceiling was 45,800 feet (13,960 meters). The airplane’s combat radius was 1,011 nautical miles (1,163 statute miles/1,872 kilometers). The maximum ferry range was 2,541 nautical miles (2,924 statute miles/4,706 kilometers)

The Voodoo was armed with four 20mm M39 autocannons with 200 rounds of ammunition per gun. It could carry a single Mark 7, Mark 28 or Mark 43 tactical nuclear bomb.

Of 807 F-101 Voodoos built, 77 were F-101As.

McDonnell F-101A-1-MC Voodoo 53-2418 in flight. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2418 in flight. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2416 in flight, bottom view. (U.S. Air Force)
McDonnell F-101A-1-MC Voodoo 53-2418 in flight, bottom view. (U.S. Air Force)

F-101A 53-2418 was transferred to General Electric for testing the J79 afterburning turbojet engine which would later power the McDonnell F-4 Phantom II. In this configration it was designated NF-101A. General Electric returned the Voodoo to the Air Force in 1959. By that time obsolete, it was used as a maintenance trainer at Shepard Air Force Base, Texas.

53-2418 was next turned over to a civilian aviation maintenance school and assigned a civil registration number by the Federal Aviation Administration, N9250Z. The airplane was sold as scrap, but was purchased by Mr. Dennis Kelsey. In 2009, Mrs. Kelsey had the airplane placed in the care of the Evergreen Aviation and Space Museum, McMinnville, Oregon. After being partially restored by Evergreen Air Center, Marana, Arizona, 53-2418 was placed on display at the Evergreen Museum.

McDonnell JF-101A 53-2418, general Electric's test bed for the J79 turbojet engine. (Unattributed)
McDonnell NF-101A 53-2418, General Electric’s test bed for the J79-GE-1 turbojet engine. (Unattributed)

© 2018, Bryan R. Swopes

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25 September 1960

Commander John F. Davis, United States Navy, with a McDonnell F4H-1 Phantom II. Note the F6F-5K drone “kill” mark under the windshield. (U.S. Navy)
Commander John F. Davis, United States Navy, with a McDonnell F4H-1 Phantom II. Note the F6F-5K drone “kill” mark under the windshield. (U.S. Navy)

25 September 1960: At Edwards Air Force Base, California, Commander John Franklin (“Jeff”) Davis, United States Navy, flew a McDonnell F4H-1 Phantom II to a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Closed Circuit of 100 Kilometers Without Payload, averaging 2,237.37 kilometers per hour (1390.24 miles per hour).¹ Commander Davis flew the 62-mile circular course at an altitude of 45,000 feet (13,716 meters).

Diagram of the 100-kilometer closed circuit. (McDonnell)
Diagram of the 100-kilometer closed circuit. (McDonnell Aircraft Corporation)

“On 25 September 1960 Davis flew the shorter, 100-kilometer course at 1,390.24 miles per hour, roughly Mach 2.2. He went around the course in a continuous circle, at 70° of bank and three g’s. The heavy bank put the honeycomb structure of the right stabilator directly in the engine exhaust the entire way around, but it held on. These two flights demonstrated the brute strength of the airframe and the sophistication of the F4H navigation system around the curves.”

Engineering the F-4 Phantom II: parts into systems, by Glenn E. Bugos, Naval Institute Press, Annapolis, Maryland, 1996, Chapter 5 at Page 104.

McDonnell F4H-1 Phantom II, Bu. No. 145311. This probably the Phantom flown by Jeff Davis for the 100-kilometer record. (U.S. Navy)
McDonnell F4H-1F Phantom II, Bu. No. 145311 (after 1962, redesignated as F-4A-2-MC). This is probably the Phantom flown by Jeff Davis for the 100-kilometer record. This airplane was damaged when the nose gear collapsed during an emergency landing at MCAS Cherry Point, 9 April 1964. (U.S. Navy)

John Franklin Davis was born at Chicago, Illinois, 4May 1921. He was the son of John E. Davis and Bernice B. McNair Davis.

On 11 July 1940, John Franklin Davis was admitted to the United States Naval Academy, Annapolis, Maryland, as a Midshipman. He graduated and was commissioned an Ensign, United States Navy, 9 June 1943. Ensign Davis served aboard the battleship USS New York (BB-34). He was promoted to Lieutenant (junior grade), 1 September 1944. He was promoted to Lieutenant, 1 April 1946.

Also in 1946, Lieutenant Davis qualified as a Naval Aviator. He was assigned as a pilot VF-74 aboard USS Midway (CVB-41). During the early 1950s, Lieutenant Davis served as operations officer for VF-191 aboard USS Oriskany (CVA-34). The squadron was equipped with the swept-wing Grumman F9F-6 Cougar. He then commanded VF-191, flying the Chance Vought F8U Crusader. Commander Davis was then assigned to the Bureau of Weapons as project officer for the McDonnell F4H Phantom II.

Following that assignment, Commander Davis was selected as executive officer of the Midway-class aircraft carrier, USS Coral Sea (CVA-43).

Captain John Franklin Davis, United States Navy.

United States Navy aircraft carriers are traditionally commanded by Naval Aviators, but they usually are required to have experience commanding a “deep-draft” ship. Early in his career, Captain Davis had served aboard the 27,000-ton USS New York. He was given command of the Haskell-class attack transport USS Talladega (APA-208) from 10 April 1965 through 1966. From 30 September 1968 to 15 November 1969, Captain Davis commanded the supercarrier USS Kitty Hawk (CV-63) during combat operations in Southeast Asia.

USS Kitty Hawk (CVA-63) (U.S. Navy)

Captain Davis was married to the former Miss Bonnie Adair of Bay St. Louis, Mississippi. They had six children.

Captain John Franklin Davis, United States Navy (Retired), died at Marrero, Louisiana, 16 May 1993. His ashes were spread at sea from his last command, USS Kitty Hawk.

¹ FAI Record File Number 8898

© 2017, Bryan R. Swopes

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