Flying with Germany’s Phinal Phantom

Catching the orange/black checkered „Last Flight“ F-4F Phantom 38+13 of WTD61 during an air-air photo flight was a great opportunity back in 2013. Less than one month before the retirement of Germany‘s last Phantom, it was also a special privilege to do that final photo mission with the mighty German Phantom. Join me for that flight and enjoy the photos!

On the 29th of June, 2013, the official GAF “Phantom Phlyout” had taken place at the homebase of Fighter Wing 71 “Richthofen”, Wittmundhafen, near the North Sea coast. The two remaining airworthy F-4Fs of the military test centre, WTD 61, tail numbers 37+15 and 38+13, had taken part in the static display of the event that was hosted by Luftwaffe’s last Phantom unit.

Whereas end of June was the retirement date of Luftwaffe Phantoms in regular Squadron service (Jagdgeschwader 71 / JG71 being the last Squadron to operate it), Wehrtechnische Dienststelle 61 (WTD61) at Manching had the privilege to operate the F-4F for one more month. This was a pleasure for the their Flight Test pilots and WSO (Weapon System Operators). The crews really enjoyed every minute of still being able to fly this legendary fighter.

So when 37+15 and 38+13 were back in Manching, aircrews continued to operate the Phantom in Manching until the end of July. When a dedicated photo flight of WTD61 with the orange and black 38+13 “Phinal Phantom” was scheduled, I also received the clearance to be on board in order to take pictures out of WTD61‘s C-160 Transall, serving as a photo ship. On the 4th of July, the unusual formation took off from Manching’s runway 25L, the Phantom being piloted by Chief Test Pilot LtCol Robert “Robbs” Hierl with WSO LtCol Michael Pusch in the back seat. Due to the fact that the C-160 was limited to an airspeed of 160 KIAS with the ramp open, it was challenging for the pilot to manoeuvre the F-4F behind the C-160 Transall.

Flying in formation with the C-160 was not a problem, primarily because the J-79 turbojet engines were so responsive

Especially in the beginning of the flight, when the Phantom was still heavy due to the fuel on board. Of course we wanted to fly as long as possible to make most out of it, but plenty of factors had to be taken into account, weight and fuel just being on of them. I let the experienced flight test crews took care of that, while thinking about some of the unique angles that could be taken out of the Transall‘s open cargo ramp.

For the first part of the mission, we flew to the restricted airspace just North of Regensburg, with a limit being the maximum altitude of 10.000ft when operating with an open ramp. Flying higher would require additional oxygen for everyone on board, which was not feasible during that flight.

This altitude imposed some issues at the beginning of the mission, as we could not climb above the clouds, but instead had to manoeuvre through them. But in the end, this resulted in some amazing photos.

When most of the Phantom‘s fuel was burned, we descended back to Manching airfield, overflying the picturesque Bavarian landscape and the famous Weltenburg monastery (being also the world‘s oldest monastery brewery) and the nearby Danube gorge. And to conclude the flight, we have used two passes over Manching to capture the special coloured Phantom over her home airfield.

Robbs later explained that flaps and slats had to be extended during that mission to maximise lift, because at 160 KIAS, the Phantom was near the bottom of its airspeed envelope: “In landing configuration, the F-4F was a nice and stable aircraft, but it did not like to manoeuvre much. Flying in formation with the C-160 was not a problem, primarily because the J-79 turbojet engines were so responsive. Performing S-turns and pull-ups, however, required docile use of the controls due to the heavy weight of the jet and the resulting high AOA (angle of attack).”

We might have made her a bit lighter by leaving away the underwing tanks, but – at least in my opinion – the Phantom looks so much better having them attached. And of course I knew I could trust on the flying skills of such an experienced experimental test pilot.

Happily and proudly we landed back in Manching, me having accumulated an additional flying hour onboard the C-160D Transall, and the whole team having produced some great photo and video footage of the final flying days of the Phantom over Germany.

That photo flight was not the last event of WTD61 to honor the venerable Phantom. On 24.07.2013 an internal celebration was held with a small flying display of Phantoms 37+15 and 38+13 together.

Five days later, on 29.07.2013 Phantom 37+15 performed the last ever flight of a German Phantom. Piloted by the same crew as during our photo flight, 37+15’s final destination was Jever, where the jet was scrapped shortly after.

For photographers, and Phantom phriends alike, the last and final ‚Phantom Farewell‘ was provided by WTD61 beginning of August. 38+13 was displayed together with 37+16, still wearing the overall orange scheme for the 50th anniversary of WTD61 applied in 2007, on the Eastern end of Manching‘s Northern runway.

Since that date, 38+13 wearing that very special black and orange checkerboard scheme, is stored at Manching, unfortunately outside and therefore fully exposed to the elements. The colors are therefore heavily faded and deteriorated, being nowadays far from its beautiful appearance when I have had the chance of the unique photo flight with her.

I can still hear her screaming “Don’t let me die, I want to fly!”…

WTD61 F-4F Phantom II 38+13 Air-Air Gallery