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History

Why the KC-135 Stratotanker is still impressive 60 years later

by Till Daisd March 9, 2023

A considerable avionics upgrade provides the KC-135 Stratotanker with an additional 25 years of service.

At the Air National Guard base in Sioux City, Iowa, despite being built 60 years ago, many automobiles such as the 1956 Chevy and aircraft such as the KC-135 Stratotanker are still flying down the road and in the air today thanks to proper maintenance.

The Boeing KC-135 Stratotanker, which celebrated its 60th birthday on Oct. 10, 2016, was developed in response to the need for a new mid-air refueling aircraft to keep up with jet-powered aircraft like the B-52 Stratofortress and was first introduced as a replacement for the aging propeller-powered KC-97 refueling aircraft used by the United States Air Force (USAF).

The American automobile industry, enamored by the smooth lines and curves found in aviation, reproduced them with each new design at the time of the first KC-135 — called “The City of Renton” — (which actually took place in 1956). Automobiles were faster than ever before, and features taken from aviation such as wrap-around windows, wings, turbines, and even afterburner tail lights were added to cars in the 1950s merely for decoration.

During the ten-year production run of the Stratotanker, unlike the constantly changing auto designs of the day, the KC-135 remained virtually unchanged from when it initially arrived in 1956.

Despite this, regular maintenance and periodic modifications have kept the KC-135 in continuous service as the USAF’s primary midair refueling aircraft for the past six decades, and it’s tough to believe the aircraft first flew 60 years ago.

“It’s a proven airframe and it hinges on maintenance, from training at the local level to all the work that’s done at the depot level,” said Iowa National Guard Lt. Col. Kurt Kindschuh, 185th Air Refueling Wing (ARW), Maintenance Group Commander in Sioux City, Iowa. He noted that when the KC-135 was first introduced in the early part of the Cold War, it didn’t have a lot of flight hours. Even though it was the only tanker employed by the Strategic Air Command (SAC) for 15 years, the KC-135 spent much of its time on alert.

The Stratotanker, on the other hand, saw action during the Vietnam War, when KC-135s performed 813,000 aerial refuelings of combat aircraft and 18,700 hookups and transferred 278 million pounds (126 million kilograms) of fuel during Operation Desert Storm (the campaign to liberate Kuwait from the Iraqi invasion). Then, in the early 1990s, when the KC-135 fleet was transferred to Air Mobility Command (AMC), it became the primary means for the US Air Force to project broad power on a global scale, and the Stratotanker is now tasked with refueling long-range bombers, as well as transport and fighter aircraft, all over the world.

The KC-135 has its problems, just like keeping a classic vehicle, but as Master Sgt. Brad Thorpe, 185th ARW Flight Line Supervisor, explains, that it is a well-designed aircraft with strong construction and strict maintenance schedules, ensuring the aircraft can continue to do its duty for years to come.

The fact that a major avionics update is set to begin next year to ensure the KC-135R lasts into the next generation of pilots and maintainers backs up this argument. That’s why the new “Block 45” avionics update is predicted to extend the Stratotanker’s life by at least 25 years.

Source: Maintenance key to veteran aircraft 60 years’ service by Master Sgt. Vincent De Groot, 185th Air Refueling Wing, Iowa Air National Guard; Photo by Master Sgt. Vincent De Groot 185 ARW Wing PA / U.S. Air National Guard

March 9, 2023 0 comment

History

When A-10 Tank Busters shot down 2 Iraqi helicopters during Operation Desert Storm

by Till Daisd March 9, 2023

written by Till Daisd

“I put another 100 rounds down, and the helicopter jinked right into the last burst; the helicopter looked like it had been hit by a bomb,” Capt. Robert “Swaino” Swain, A-10 pilot

The Fairchild Republic A-10 Thunderbolt II was built for quick-response support against enemy ground forces, close air support (CAS) of friendly ground forces, and attacking tanks and armored vehicles. It was the only production-built aircraft used by the U.S. Air Force (USAF) that was created specifically for CAS, and it entered service in 1976. By guiding other aircraft in strikes on ground targets, it supports forward air controllers airborne (FAC-A). OA-10 is the designation for aircraft used primarily in this role.

During Operation Desert Storm in 1991, the A-10 saw its first employment in actual combat, resulting in the destruction of more than 900 Iraqi tanks, 2,000 other military vehicles, and 1,200 pieces of artillery. With their powerful GAU-8/A Avenger cannon, the A-10s also brought down two Iraqi helicopters during the campaign.

Capt. Robert “Swaino” Swain of the 706th Tactical Fighter Squadron (TFS) shot down an Iraqi Bo-105 helicopter while flying the A-10A No. 77-0205 on February 6. This was the first A-10 air-to-air victory. As explained by Donald J. McCarthy, Jr. in his book “The Raptors All F-15 and F-16 aerial combat victories,” Swain (call-sign SAVAGE 01) had just attacked two Iraqi tanks with Maverick missiles in central Kuwait when he observed strange movement some distance from his position. He recalls: “They weren’t putting up any dust and were moving fast over the desert.”

BRRRRRRTTTTTT!!!! How USAF A-10 tank busters shot down two Iraqi helicopters during Operation Desert Storm — Munitions specialists from the 23rd Tactical Fighter Wing, England Air Force Base, La., load 30mm rounds of ammunition into an A-10A Thunderbolt II attack aircraft for its GAU-8/A Avenger cannon prior to a sortie in support of Operation Desert Storm.

White phosphorus (WP) rocket was used by one of the coalition’s FAC-As to mark the ground, which assisted everyone else to focus on the targets.

In Craig Brown’s book Debrief: a complete history of U.S. aerial engagements 1981 to the present, Swain describes how the air engagement occurred: “I decided to get a close look, and tried to get a visual identification by over-flying the two helicopters at 5-6,000 feet. They must have seen me because then they split up and started taking evasive maneuvers. The one helicopter to the north broke away and headed to a known Iraqi police station/camp, while the other continued southwest. Once it was determined that there were no known friendlies in the area and that one of the helicopters flew to a known enemy site, I determined that the remaining flying helicopter was also a bandit, and decided to destroy it. I gave the first shot to my wingman, Lt White, but his slant range was beyond two miles, and he misjudged his shot and missed. I then decided that, since I was overhead the target, I would take a shot. I armed my gun but also un-caged my AIM-9 heat-seeking missile. I was fairly steep (65-70 degrees), and tried to lock up the helicopter twice, but the missile kept breaking the lock because of the size of the target, distance away, and the surrounding terrain. Prior to pulling off the target I decided to also shoot the gun and put about 75 rounds out, but thought I had missed. I then extended away from the target and tried a second pass. I noticed that the helicopter was flying erratically, but I still managed to miss to the left with my first burst of 100 rounds, retook aim, fired another 100 rounds, and missed right. Knowing I was pressing the minimum altitude for the kill box, I put another 100 rounds down, and the helicopter jinked right into the last burst; the helicopter looked like it had been hit by a bomb.”

A-10A No. 81-0964 pilot Capt. Todd “Shanghai” Sheehy of the 511th TFS repeated this on February 15 when he used his Avenger to bring down a Mi-8. McCarthy claims that Sheehy (call-sign SPRINGFIELD 27) discovered the “Hip” in his operational area while flying his twenty-seventh combat sortie close to the highly protected city of Karbala. Shanghai responded swiftly and used his 30 mike-mikes to engage the Iraqi aircraft.

Sheehy describes to Brown the way he handled the engagement: “Things were happening fast; the helicopter moving quickly across my canopy, the altimeter unwinding and approaching 8,000 feet, and the potential threat all distracting me as I settled the gun cross out in front of the target.

No friendly helos would be in this area, I thought.

What about the AIM-9? No, the desert sand is probably hotter than the target-it’s good gunshot.

I can see it pretty clearly now… Man, that IS an enemy helicopter-looks like a Mi-8 “Hip” with rocket pods… Pull the trigger!

As my heart pounded in my chest and all these thoughts surged through my mind I was pulling the trigger. The gun was firing, but it seemed distant. Suddenly the distortion of time and space stopped, and I fully realized what was happening; the altitude in the HUD was rapidly passing five thousand feet as I came off the trigger and pulled and jinked to the right, away from the big guns [Sheehy had been shot in the same area two days before by 23, 37, and 57mm AAA].

‘Looks like the second half of the burst got it,” Jay [First Lieutenant Jay Keller of the 76th TFS, who was Sheehy wingman for that mission] reported excitedly, as I jinked for all I was worthwhile aware of all the small white ‘clouds’ of exploding AAA around my canopy.

[…] I quickly asked COUGAR [the AWACS call sign) if he had any further contacts, to which he answered me negative. I then told him I had found the contact, as I got my first look at the target since rolling in and pulling the trigger. Through the smoke and dust, it appeared to still be intact and flying, although more slowly than before, and trailing thin white smoke.

‘Was that a helicopter?” Jay asked. ‘Ya,’ I answered curtly, realizing I needed to attack again quickly before I got behind a battery of 23mm guns whose revetments and muzzle flashes I could see clearly from my relatively low altitude. ‘One’s back in,’ I transmitted, rolling in from 8,000 feet. ‘Last pass,’ I added […].

As I rolled in again, I was keenly aware of my low altitude and my proximity to the threat. I rolled out quickly and took aim, leading the helicopter more than during the last pass. I squeezed the trigger again, and as I watched the helicopter fly through the bullets I realized the ground was coming up fast. As I took in the altitude readout on the HUD, the gun suddenly stopped.

Did I let off the trigger? I briefly wondered. Er!! 4,000 feet… Climb now!!

Again, I pulled hard and rolled to the right. Jinking. I climbed. My lungs were straining to pull in enough air as I labored to breathe under the G forces, which pulled at every part of me. I climbed away to the west, twisting and slipping my jet through the sky with the 23mm AAA airbursts trailing behind. Somewhere in the distance, I heard Jay proclaim ‘Great hits!!’ 8,000 feet, I eased off the G and looked over my shoulder at the target. It was gone. In its place a ball of flame and thick, black smoke. Many emotions went through me that instant: excitement, pain, fear, relief, and pride all at once.

[…] I had just become only the second A-10 pilot in history to score an air-to-air kill, and one of the very few pilots in modern history to do so with a gun rather than missiles.”

This marks not just the final A-10 air-to-air kill, but also the final gun kill by US forces.

Debrief: a complete history of U.S. aerial engagements 1981 to the present is published by Osprey Publishing and is available to order here.

Photo by U.S. Air Force

March 9, 2023 0 comment

History

The navigator of an F-82 Twin Mustang describes the first air-to-air victory of the Korean War

by Till Daisd March 8, 2023

written by Till Daisd

“Our first burst hit the rear of the fuselage and knocked some pieces off. The Yak pilot racked it over in a steep turn to the right and we gave him another burst along the right wing…,” 1st Lt C. Fraser, F-82 Twin Mustang navigator.

The US Air Force’s last major acquisition of a propeller-driven fighter was the F-82. Although it appeared to be two P-51 Mustang fuselages on one wing, the aircraft was actually entirely original in design. For long-range bomber escort missions, the Twin Mustang carried a pilot and a co-pilot/navigator to lessen pilot fatigue. Early 1946 saw the start of production delivery, which was too late to prevent World War II. Following World War II, the P-61 night fighter was replaced by radar-equipped F-82Gs flown by Air Defense Command. F-82Gs based in Japan were among the first USAF aircraft to fly over Korea during the Korean War.

The Republic of Korea Army (ROKA) lines around Seoul were breached by the North Korean Army (KPA) on June 27, 1950, and the Korea People’s Army Air Force (KPAAF) focused on targets in the ROKA rear areas.

The Anyang rail station and other military sites were attacked by KPAAF Il-10s between Seoul and Suwon, as detailed by Michael Napier in his book Korean Air War. The US military had already realized that Seoul would fall sooner rather than later and an emergency air evacuation had been quickly arranged for all remaining US and UN personnel. A fleet of two C-54 and 11 Douglas C-47 Skytrain transports was assembled together from disparate units in Japan to extract the remaining personnel from Kimpo Air Base, starting at dawn. Under a high cover of F-80s, F-82s heavily escorted the transport aircraft.

When the KPAAF focused on other targets in the morning, the US mission was unhindered. But, in the afternoon, a Yak-11 led four Yak-9Ps to interfere with the evacuation airlift. The KPAAF fighters had to pass through the F-82 Combat Air Patrol (CAP) in order to get to the transport aircraft.

They dove into the four F-82s of the 68th Fighter (All-Weather) Squadrons (68th F(AW)S), which were the low CAP at 4,000 feet, as they crossed Seoul at a height of 10,000 feet. The USAF crews managed to turn the tables despite being caught off guard and taking several hits. Soon after, the Yak-11 was shot down by 1st Lts W. G. Hudson and C. Fraser, becoming the first air-to-air casualty of the Korean War.

F-82 Twin Mustang navigator explains how he and his pilot scored the first air-to-air victory of the Korean War

Fraser recalls;

‘We were circling over Kimpo when two North Korean fighters came up out of some low clouds and started after Charlie Moran and Fred Larkins, who were flying the Number Four ship in our flight. The North Korean shooting was a little better than yesterday and they shot up Charlie’s tail. My pilot ‘Skeeter’ Hudson slipped around and got on the tail of their flight leader. When the guy realized that we were there, he pulled up into some clouds and tried to shake us off. Fortunately, we were so close that we could see him even in the middle of the clouds. Our first burst hit the rear of the fuselage and knocked some pieces off. The Yak pilot racked it over in a steep turn to the right and we gave him another burst along the right wing. This set the gas tank on fire and took the right flap and aileron off. By this time, we were so close that we nearly collided with him. I could clearly see the pilot turn around and say something to the observer. Then he pulled the canopy back and climbed onto the wing. Once again, he leaned in and said something to the observer. But he was either scared or wounded as he never attempted to jump. The Yak pilot pulled the ripcord and the chute dragged him off the wing, just before the ship rolled over and went in. The whole action took place below 1,000 ft. Later we found that Moran had evaded the Yak, but in doing so he had stalled out. When he recovered, he found himself dead astern of the other Yak and shot it down.’

Due to severe damage, Lt C. B. Moran and Lt F. Larkins’ F-82 had to make a forced landing at Suwon (K-13).

A second Yak-9P was taken out by reinforcements from the 339th F(AW)S who were on a nearby patrol. An hour later, a formation of nine Yonpo Il-10s launched another attack on the Kimpo airfield. Four F-80s from the 35th Fighter Bomber Squadron (FBS) intercepted the Il-10s as they reached their target, though, and shot down four of them while seriously damaging another. The remaining members of the formation dispersed into the sky and went back to their homes.

Korean Air War is published by Osprey Publishing and is available to order here.

Photo by U.S. Air Force and Rob Hodgkins via Wikipedia

March 8, 2023 0 comment

History

The downing of AC-130H Spirit 03 by AC-130J Ghostrider celebrates the 30th anniversary

by Till Daisd March 7, 2023

written by Till Daisd

The AC-130H crew was supporting US Marines during a battle in Khafji, Saudi Arabia.

The 1st Special Operations Wing (SOW) held a 30th-anniversary commemoration service for the deceased crew of Spirit 03 at the Hurlburt Field Air Park on January 29, 2021, as shown in the video in this post. During the ceremony, three AC-130J Ghostriders flew above Hurlburt Field.

As reported in the article 1st SOW commemorate the 30th anniversary of Spirit 03 by Staff Sgt. Lynette Rolen and Senior Airman Dennis Spain, the 14-person crew’s AC-130H Spectre gunship was shot down by an Iraqi surface-to-air missile while carrying out a combat mission during Operation Desert Storm on January 31, 1991.

“It’s like losing a member of your family,” said Retired Chief Master Sgt. Bill Walter, Spectre Association historian with Headquarters Air Force Special Operations Command. “It’s important to let their family members know that they are missed and won’t be forgotten. We never forget.”

While engaged in combat in Khafji, Saudi Arabia, the crew was assisting American Troops. Belonging to the 16th Special Operations Squadron was the AC-130H gunship.

“Spirit 03, tail number 696567 of the 16th Special Operations Squadron, based at Hurlburt Field, Florida, became the 7th AC-130 aircraft to be lost in combat,” said U.S. Air Force Capt. Joseph Megnia, an evaluator combat systems officer with the 73rd Special Operations Squadron. “We continue to reflect on the names of the lost of Spirit 03.”

The incident caused an Air Force unit to suffer its biggest single loss during Operation Desert Storm. Even though they were socially distant, Hurlburt’s top leadership came together to remember them.

“Circumstances may have left us physically apart, a difficult reminder of the separation from your loved ones you pray could still be here,” said Megnia. “We hope to convey from our military family to yours our everlasting commemoration of their sacrifice and continuing admiration of your strength.”

The crewmembers of Spirit 03:

Maj. Paul Weaver

Capt. Cliff Bland

Capt. Arthur Galvan

Capt. William Grimm

Capt. Dixon Walters

Senior Master Sgt. Paul Buege

Senior Master Sgt. James May

Tech. Sgt. Robert Hodges

Tech Sgt. John Oelschlager

Staff Sgt. John Blessinger

Staff Sgt. Timothy Harrison

Staff Sgt. Damon Kanuha

Staff Sgt. Mark Schmauss

Sergeant Barry Clark

U.S. Air Force photo by Senior Airman Miranda Mahoney

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March 7, 2023 0 comment

History

F-86 pilot “Robbie” Risner pursued a MiG-15 flying between two hangars

by Till Daisd March 6, 2023

written by Till Daisd

‘We were both at idle with our speed brakes out, just coasting. He looked over at me, raised his hand, and shook his fist. I thought, “This is like a movie. This can’t be happening!”,’ Captain Robinson “Robbie” Risner.

The first conflict in which planes engaged in aerial combat for control of the skies was the Korean War. The greatest fighters in the conflict, the USAF’s F-86 Sabre and the Soviet-designed MiG-15, engaged in aerial combat over the Yalu River from late 1950 until the ceasefire in July 1953. Only 140 Sabres from the 51st and 4th Wings stood in their way when the communists rushed more than 500 MiG-15s into bases in Manchuria in an effort to seize aerial superiority over North Korea from the USAF-dominated United Nations Forces.

According to the written guidelines, US pilots were not allowed to fly north of the Yalu River, and many squadron commanders had zero tolerance for infractions. More MiGs perished in their “safe zone” than will ever be known, though. The F-86 pilots abandoned the pursuit at the river and were never able to return, leaving dozens of communist aircraft limp back to base with significant damage.

The eight-victory ace Captain Robinson “Robbie” Risner, who would later go on to become a well-known POW at the Hanoi Hilton during the Vietnam War, is said to have committed the most flagrant border breach, according to Thomas McKelvey Cleaver in his book MiG Alley. Risner, regarded as one of the Air Force’s most aggressive pilots, had initially arrived in Korea as a recon pilot and had convinced the assignment officer in Seoul to send him to the 51st Wing, where he was initially not welcomed as a “real” fighter pilot. On October 22, 1952, he proved his skill as a fighter pilot by winning a fierce battle and turning into an ace.

Risner chased four MiGs across the Yalu that day while assigned to escort fighter bombers on a mission near the Yalu. He eventually found the fourth MiG deep in Manchuria and fired a burst that destroyed the enemy’s canopy. Attempting to escape, the MiG pilot entered a split-S and managed to pull out 10 feet above a dry riverbed, so low that Risner saw the exhaust kick up dust.

Afterward, Risner spoke of the conflict. “He was not in very good shape, but he was a great pilot, and he was fighting like a cornered rat!” To cause Risner to overshoot, the MiG pilot extended his air brakes and pulled the throttle to idle, but Risner rolled over the opposing fighter and touched down on the opposite side just next to its wingtip.

‘We were both at idle with our speed brakes out, just coasting. He looked over at me, raised his hand, and shook his fist. I thought, “This is like a movie. This can’t be happening!” He had on a leather helmet, and I could see the stitching in it.’

All the way back to Tatung-kou airfield, 35 miles inside Manchuria, the enemy pilot bravely avoided Risner as the hunt continued. Once above the field, 1st Lt Joe Logan, Risner and his wingman pursued the MiG tenaciously as it flew between two hangars. When Risner finally managed to fire, a portion of the enemy’s wing was destroyed and crashed next to the runway.

Chinese antiaircraft fire damaged Logan’s fuel tank during the swift pass between the hangars. Risner instructed him to turn off his engine as jet fuel began to stream out of his Sabre and attempted to push the aircraft to safety by inserting the F-86’s snout into Logan’s jet pipe. After two attempts, Risner was forced to retreat when hydraulic fluid and fuel that had been venting covered his canopy. Logan ejected near Cho-do Island, but the wind caught him in his parachute, and he drowned.

Risner was returning to Kimpo when he ran out of gas, but he was still able to glide and land safely making a successful dead-stick landing.

MiG Alley is published by Osprey Publishing and is available to order here.

Top image from ‘F-86 Sabre vs MiG-15’ by Doug Dildy and Warren Thompson © Osprey Publishing

The day F-86 pilot — Major James Robinson (“Robbie”) Risner posed with F-86, probably Kimpo, Korea, ca. 1952. After serving as a fighter pilot in World War II, Robbie Risner joined the Oklahoma Air National Guard and was recalled to active duty in February 1951. Serving with the 336th Fighter-Interceptor Squadron, Risner shot down eight MiG-15 fighters.

Photo by U.S. Air Force

March 6, 2023 0 comment

History

This is what it’s like to fly the famed P-51 Mustang into the sky

by Till Daisd March 6, 2023

written by Till Daisd

During a Mustang orientation flight, the passenger is encouraged to conduct the majority of the flying himself, from simple maneuvering to high-performance aerobatics.

This post includes a link to an amazing video that shows what is like to learn to fly the iconic P-51 Mustang.

The footage was taken from inside the cockpit of a Mustang nicknamed “Crazy Horse 2,”. It shows the famous instructor pilot (IP) Steve Larmore giving a briefing before the orientation flight aboard the aircraft conducted by ‘The Lieutenant’ of ‘The SKYMONKEYYYs’ – Division Flyyy.

A former USAF P-51D known as Crazy Horse 2 was transformed into a twin-stick TF-51 by Stallion 51 in 2000. (an aviation business that provides a wide range of aviation services from orientation flights onboard historic warbirds to aircraft management).

As seen in the video, during an orientation flight in one of Stallion 51’s warbirds, the passenger is encouraged to handle the majority of the flight on his own, from straightforward maneuvering to high-performance aerobatics.

Aside from that, the video amply illustrates the P-51 Mustang’s exceptional speed and maneuverability, which helped it rank among the top World War II fighters and allowed it to outmaneuver the majority of Luftwaffe and Japanese combat aircraft.

The video can be viewed here.

Photo from video screenshot

March 6, 2023 0 comment

History

Italian and Yugoslav Thunderjets nearly engaged in combat during the Trieste crisis.

by Till Daisd March 5, 2023

written by Till Daisd

The ground personnel at the base of the Yugoslav Air Force in Cerklje panicked as Yugoslav planes flew over it; they were not even aware that Thunderjets were used by their country’s air force, thus they assumed the F-84s belonged to the Italian Air Force

The Free Territory of Trieste was a political entity in the present-day Italian city of Trieste, located on the relatively short common borders between Italy and Yugoslavia. De facto, the area was divided between Yugoslavia, the new socialist federation in the western Balkans, and the western allies (US, UK, and Italy), despite the fact that it was technically a political entity founded as a result of the instability brought to Europe at the end of World War II.

About ten years after the conclusion of the war, the Trieste issue was still unresolved, and new tensions had developed between Italians and Yugoslavs. The US provided both sides with weapons under the Mutual Defense Assistance Program just before the crisis’s peak. Notwithstanding the fact that the conflict thankfully never materialized, it raised an intriguing question: Given that both nations fielded the F-84G Thunderjet jet fighter, how would the air conflict in this hypothetical conflict have played out?

Since the end of World War II, both Italy and Yugoslavia had an interest in the Trieste area. The territory was taken on May 1, 1945, by Slovenian partisan forces following a battle between German and Tito’s Yugoslav forces, despite the city itself and the surrounding territory having a far greater Italian population than Yugoslav (Slovenian and Croatian, to be more precise).

The city would not be a part of either Italy or Yugoslavia, according to the agreement the British-American forces, who were approaching from the west, had made with that country. The Free Territory of Trieste, which included Trieste and its surroundings, was split into two zones: Zone A (governed by The Allied Military Government) and Zone B. (administered by Yugoslav officials). Yet, both Italy and Yugoslavia were aware of the significance of this port in the northeastern Adriatic. Hence, the conflicts and disagreements over the Territory’s destiny started in the fall of 1953.

Foreign assistance was used to purchase the first post-war aircraft for both Italy and Yugoslavia. The US and the UK were Italy’s two primary suppliers. The resurrected Italian Air Force originally got ex-USAAF Mustangs and Thunderbolts, then British de Havilland Vampires, American F-86D Sabres, and American F-84G Thunderjets, the service’s first jets. The foundation of the country’s air force was built on aircraft. In May 1952, Italy received its first Thunderjet plane.

The Italian Air Force divided its F-84Gs into three Air Brigades (equivalent to the US Air Force’s squadrons) at the start of the hypothetical conflict: Verona-Villafranca (5 Aerobrigata; about 230 kilometers from Trieste), Ghedi-Montichiari (6 Aerobrigata; about 260 kilometers from Trieste), and Aviano (51 Aerobrigata; just around 100 km to Trieste). Together, the three Air Brigades were a part of the 56th Tactical Air Force, a group of about 180 F-84G aircraft stationed near Vicenza and within striking distance of Trieste. Overall, the Italian Air Force had 254 F-84Gs.

Italian F-84Gs Vs Yugoslav F-84Gs: how Italian and Yugoslav Thunderjets almost fought each other during Trieste crisis’s air war that never was — Free Territory of Trieste – the region, which was almost one of the first theaters of post world war two conflict. Zone A is the area controlled by the western allies units; Zone B was on the other hand controlled by Yugoslavia

Although the most prevalent fighter type was the Yugoslav Ikarus S-49C, Yugoslavia constructed its post-war air force on foreign aircraft, similar to how Italy did. During the Mutual Defense Assistance Program, Yugoslavia was able to acquire American Thunderbolts and British Mosquitoes, followed by ex-USAF Sabre, Thunderjet, and T-33 aircraft. Yugoslavia’s air force received its first F-84G aircraft on June 9, 1953.

Up until October of that year, the remaining aircraft were being delivered in various pieces. The F-84G jet fighters in the Yugoslav Air Force’s fleet were less effective both in theory and in practice (F-86D Sabres were not yet prepared for use during the crisis). There were only 54 Thunderjets in operation at the time of the crisis, and they were all stationed in Batajnica (near the capital Belgrade, around 525 km to Trieste, serving under the 117th and 204th Aviation Regiment).

The large distance of the main base didn’t seem to be a significant disadvantage for the socialist air force, given that the F-84G’s combat range was approximately 1’600 km (with a ferry range of 3’200 km) and that, if necessary, the Yugoslav Thunderjets could use Zagreb-Pleso air base in Croatia (179 km to Trieste).

Nonetheless, the unit’s headquarters’ position was a major drawback in a prolonged fight where more sorties would be required to be flown. Despite the fact that 14 Thunderjets were sent to Zagreb-Pleso in November, their number would be insignificant when compared to the approximately 180 Thunderjets owned by the Italian Air Force. In the event that the conflict with Italy escalated, a detachment from the Yugoslav Air Force was also sent out to identify suitable sections of the Belgrade-Zagreb motorway that could be employed for the F-84G landings.

The Yugoslav Air Force’s entire staff’s lack of preparation was best demonstrated in one specific event. The Thunderjets from Zagreb-Pleso conducted a number of “show-off” sorties over Slovenia in addition to flying over the Cerklje base of the Yugoslav Air Force (equipped with Il-2s and F-47D). The ground staff of the air force panicked when the jets flew over the air base since they were not even aware that Thunderjets were used by their country’s air force, so they assumed that the F-84s belonged to the Italian Air Force.

The Yugoslav Air Force’s fleet of Thunderjets faced additional challenges due to the pilots’ gradual adaptation to the new jets. A few Thunderjets pilots practiced dropping cement bombs and conducting gunnery drills during the crisis. After 14 F-84G aircraft and their pilots arrived at Zagreb-Pleso, gunnery exercises proceeded using aerial targets being pulled by F-47D aircraft, and the close-air-support exercise progressed to employing HVAR 5-in unguided rockets against ground targets. One of the Yugoslav Thunderjet pilots, Predrag Vulić, remembered that “… we had the airplanes with radar and gyroscope sights. No one among the pilots didn’t know how to use the sight. We also had minor knowledge in firing maneuvers too.”

On the verge of a crisis, the Yugoslav Air Force conducted multiple reconnaissance flights over Italian territory using de Havilland Mosquitos, with the Italian air defense noting seven sorties. The Italian side also conducted reconnaissance flights over Yugoslavia; 23 Italian flights were recorded, but no additional information regarding the aircraft used in those violations could be found, and it was likely that the Thunderjets were not employed. Two Yugoslav F-84Gs from Zagreb-Pleso took off on one occasion of an Italian violation in order to confirm the visual sight and to intercept an Italian aircraft that was alleged to be over Yugoslavian territory on November 26.

The Italian aircraft had already departed when the Yugoslav jets finally took off after nine minutes. The Yugoslavian pilots would probably not even respond unless they were “fired at first,” in the event that an Italian aircraft was spotted. This rule of engagement was adopted as a result of the 1946 Yugoslavian downing of a US Army Air Force C-47 over Slovenia, which led to heightened tension between the west and Yugoslavia.

Duel: Italian vs Yugoslav F-84Gs

Italy, unlike Yugoslavia, had no problems with the Thunderjets’ operational service. Italian pilots had more time to learn to fly the first generation of jet aircraft than their Yugoslav counterparts since Italy received its first jets a year before Yugoslavia. The training itself, which was once again of considerably greater quality in Italy, was the most crucial factor. Italy was working with its western partners as one of the NATO members.

Yugoslavia, which after Tito and Stalin’s break traveled on its own “lonely” path, was made to undergo de facto independent training for the new aircraft. Although American personnel had a considerable impact on the training of Yugoslav pilots, the Italians’ level of quality was never reached by the Yugoslav Air Force.

Better airstrips and air bases could be employed to support the forthcoming aircraft’s operational needs in northern Italy. In contrast to Yugoslavia, Mussolini’s government spent a lot of time and money before World War II modernizing both the air force and its air bases. Even though Yugoslavia had an air force prior to the Second World War, the air bases were not prepared to house the jet-powered modern aircraft.

After the war, Yugoslavia was left with just one modern air base that could accommodate such aircraft, the Batajnica air base near Belgrade. When the first F-84Gs began to take off from it, even the Zagreb-Pleso air base, which served as an air base for 14 Thunderjets, had to be expanded.

The Thunderjets would have likely only been employed by Italy if a conflict between Italy and Yugoslavia had started. Three air sites less than 300 km from Trieste, where many of its F-84Gs may have operated, would have required a large number of sorties to be flown in the event of a conflict. Yugoslavia, on the other hand, had only one-quarter of the Thunderjets compared to Italy.

The crucial point to remember is that only 14 of them, which were flown by experienced pilots, were qualified to conduct combat operations. While Batajnica was more than 500 kilometers from the hypothetical conflict area, Croatia had the only air base that was adequate for the mission. The Yugoslav Air Force was reluctant to employ its expensive jet aircraft in a direct conflict until all of its fighter jets, including the Thunderjets and Sabres, were prepared.

But again, the important logistical topic pops out. Probably the only aircraft, which Yugoslavia would use against Italian Air Force in the dogfights would be the piston-powered Ikarus S-49. Even though Yugoslavia operated Bf-109Gs and Spitfires after the end of the war, the potential use of these world war two aircraft against Italian jets was unlikely.

Yet, the crucial logistical issue came up once more. Very likely the only aircraft that Yugoslavia would employ in dogfights with the Italian Air Force is the piston-powered Ikarus S-49. Even though Yugoslavia continued to fly Spitfires and Bf-109Gs after the war, it seemed improbable that they would be used to take on Italian jets.

Fortunately, the problem was resolved by partitioning the region between Italy and Yugoslavia, preventing any military action between the two nations. The rise in political and military tension between Italy and Yugoslavia in the early 1950s was comparable to the first Berlin Crisis and the rise in tension between the western allies and the Soviet Union, despite appearances to the contrary. With this quick analysis, we can say that the Italian Thunderjets would have ruled the skies over Trieste in the hypothetical battle scenario if both sides would have been equipped with F-84Gs as their first jet aircraft.

Sources:

DIMITRIJEVIĆ B., 2003. Jugoslavija i NATO (Yugoslavia and NATO). Beograd : Tricontinental, ISBN 86-84269-02-0
DIMITRIJEVIĆ B., 2019. The Trieste Crisis 1953: The first cold war confrontation in Europe. Helion & Company Limited, ISBN 978-1-912866-34-2
RADIĆ A., 2020. The Yugoslav Air Force: In the battles for Slovenia, Croatia, and Bosnia and Herzegovina, 1991-1992 Volume 1. Helion & Company Limited, ISBN 978-1-912866-35-9

March 5, 2023 0 comment

History Military

Air Defence Forces/Vietnamese People’s Air Force

by Till Daisd March 2, 2023

written by Till Daisd

A top-level decision was made in June 1963 to combine the VPAF and the Air Defence Forces. On October 22, 1963, a new organization known as the Air Defence Forces Vietnamese People’s Air Force (Phong Khong – Khong Quan Nhan Dan Viet Nam) was established under the leadership of Col. Gen. Phung The Tai. He was assisted by Col. Gen. Dang Tinh.

The ADF-VPAF unified the air force, radar, and air defense units under a single command. The air defense forces were made up of 11 regiments, three of which were devoted to radar units, and 18 companies were in charge of the radar gear. The 919th transport wing and the training wing were both parts of the VPAF at the time (the 910th). It had 83 aircraft on duty, including 44 transports, 12 helicopters, and 27 trainers, and it managed 10 sites that were active and a handful that were still under construction.

The North Vietnamese had a very narrow window of time as the conflict began to develop their air force and air defenses from scratch. They lacked many fighters and were vastly outnumbered by swift jets from the US Air Force and Navy. Also, fighter pilot training was of a much lower level than that of their adversaries.

The problems for the ADF-VPAF were further complicated by the shape of the country, which made defense against fast-flying attackers almost impossible. North Vietnam is 800 km long from north to south but only 70 km wide in the south and 400 km wide in the north. US planes coming in from different directions would frequently give a small heads-up, and the attackers would typically be over their objectives minutes after crossing into the coast. When the fighters were scrambled, it was already too late; the intruders had already left.

The fact that the country is over 60% covered in jungle caused further difficulties for the units trying to move radar equipment. Also, the radar itself has flaws. Coverage up to a height of 500 m to 1000 m worked for up to 40 km, but continuous operation over 500 m was only achievable over flat areas, including the Red River valley and the coastline. In contrast, the radar was only functional over 4000 m in other parts of the country.

Observers had a role to play in spotting low-flying intruders, and look-out posts had been set up. They were able to report on arriving American pilots using radio, but the system was far from perfect because there were only a small number of observation posts and many US aircraft were never found. The Vietnamese air defenses’ early-warning radar capability and poor communication with fighter units were the weakest points in 1966. During this time, the radar equipment and units directly in charge of protecting significant industrial and urban centers were under the responsibility of the ADF-VPAF high command. Nonetheless, they had absolutely no power whatsoever over members of regional defense committees and military districts.

The fact that the air defense system only ran occasionally made things worse for the fighter groups. Without appropriate guidance from the ground, pilots frequently had to use only their eyes to locate their targets. Yet, this did have some advantages because bigger enemy aircraft formations say, eight to ten aircraft could be seen in daylight from up to 15 kilometers away. The North Vietnamese were able to approach the fighter bombers covertly since there was no radar to tell the American pilots that they had been observed.

As they were not allowed to reach areas patrolled by AAA units or SAM sites unless they were returning home at an altitude of 500–600 m, the Vietnamese were only able to fight their enemies in a small portion of the airspace available to them. Within the same defense region, coordinated action between fighters and SAM units was actually uncommon. The command center would grant a pilot permission to operate at a different height in specific circumstances, such as during a chase, when he was completing an attack, leaving a dogfight, or getting ready to land.

There was a significant possibility of “friendly-fire” occurrences. Defense units fired on their own airmen ten times in 1966 alone, downing two MiG-21s and severely injuring the others.

As the conflict continued on, a steady supply of weapons from China, the Soviet Union, and other communist nations was available. There were surface-to-air missiles (SA-2, SA-3, SA-7, SON-4/9, “Fan Song,” and “Low Blow”), fighters (MiG-17/F/PF, MiG-19, MiG-21F13/PF/PFM/MF), radar units (P-12 “Spoon Rest,” P-15 “Flat Face,” P-35 “Bar Lock,” and PRV-11 “Side Net,”), and conventional anti-aircraft artillery weapons (37, 57, 85 and 100 mm). The air defenses also became more effective at night and during the day thanks to a continual training program for pilots and ground troops.

The book “MiG 17 and MiG 19 Units of the Vietnam War” by István Toperczer and Iain Wyllie is available to purchase here.

March 2, 2023 0 comment

History

Remembering airman who served in operation Linebacker II

by Till Daisd February 21, 2023

written by Till Daisd

The conflict came to an end with an 11-day strategic bombing campaign over North Vietnam

On Dec. 16, 2016, at Andersen Air Force Base (AFB), Guam, the United States Air Force (USAF) held a commemorative ceremony to remember those who served in Operation Linebacker II.

The operation took place 44 years ago on Dec. 18-29, 1972, as told by Airman 1st Class Jacob Skovo of the 36th Wing Public Affairs in his piece Honoring the past: Linebacker II commemorative ceremony where the 11-day strategic bombing campaign over North Vietnam signaled the conclusion of the conflict.

Seventy-five Airmen died in support of the mission, with 33 of them dying in the 15 B-52 Stratofortress bombers that were shot down during Operation Linebacker II. More than 700 sorties were flown out of Andersen AFB and U-Tapao Royal Thai Airbase in Thailand during the operation, often known as the 11-Day War or 11 Days of Christmas. By the end of the operation, a total of 15,000 tons of explosives had been dropped, mostly on military targets in North Vietnam.

With their shipping plugs replaced by fuses, these bombs are ready to load onto a B-52 at Andersen AFB, Guam, for Operation Linebacker II.

“The operation proved successful,” said Jeffrey Meyer, 36th Wing historian. “North Vietnam was brought back to the negotiation table, officially ending direct U.S. involvement in the Vietnam War and obtained the release of 591 prisoners of war in February 1973.”

A pilot’s window damaged by a fragment from an SA-2.

The runways at Andersen AFB were crowded with 153 B-52 bombers and numerous support planes to prepare for the flights. To accommodate the increased bomber presence, the base’s population grew to over 15,000 Airmen and support staff, allowing more than 700 long-distance missions to be launched in just 11 days.

“With over 15,000 Airmen working on Andersen, the base was taxed beyond its limits,” Meyer said. “Two-man rooms became six-man rooms. Every military dorm on this island was filled to capacity.”

B-52 attacks caused tremendous and terrifying destruction.

For more than a decade, Andersen AFB Airmen have kept a rotational strategic bomber presence on Guam, bolstering regional security and stability in the Indo-Asia-Pacific area.

Two B-1B Lancer aircrews from the 34th Expeditionary Bomb Squadron did a commemorative fly-over in honor of past and present Andersen Airmen, completing the ceremony with a loud roar.

The B-1B is the aircraft currently stationed in Guam to support the continuous bomber presence (CBP).

B-1B Lancers perform a flyover to begin the Operation Linebacker II Remembrance Ceremony on Dec. 16, 2016, at Andersen AFB, Guam. A formation of 33 Airmen stood at the ceremony to represent the 33 who lost their lives flying in B-52 Stratofortress bombers during Operation Linebacker II.

Photo by Airman 1st Class Jacob Skovo / U.S. Air Force

February 21, 2023 0 comment

History

30 years after its maiden flight the F15-E Strike Eagle is still one the best fighter

by Till Daisd February 21, 2023

written by Till Daisd

The F-15E remains a fantastic and capable warfighting aircraft. It has complete power over the sky and the ground

The legendary F-15E Strike Eagle commemorated the 30th anniversary of its first flight on December 11, 2016.

The F-15E Strike Eagle, also known as the “Mudhen” by its aircrews, is still regarded by the United States Air Force (USAF) as one of its most capable multi-role, air-to-air, and air-to-ground strike fighters.

The old F-15E is nevertheless useful and capable of meeting the needs of current combatant commanders despite having flown thousands of missions during worldwide combat operations.

In his piece Strike Eagle still soars after 30 years, Airman 1st Class Kenneth Boyton of the 4th Fighter Wing Public Affairs explains how the F-15E was created as a fighter bomber with a back seat for a second crew member to operate a ground attack weapons delivery system. The most cutting-edge avionics, controls, and displays are found in the cockpit. The strengthened structure of the modified airframe enabled greater takeoff weights and doubled the lifespan of the original F-15 Eagle.

The F-15E can fly day or night, at low altitudes, and in any weather thanks to modern electronics and avionics. The aircraft is also capable of transporting almost all air-to-ground weapons available to the Air Force, such as AIM-7F/M Sparrows, AIM-9M Sidewinders, and AIM-120 advanced medium-range air-to-air missiles.

“The way the F-15E is built is a huge reason why it’s such a respected and capable aircraft,” said Maj. Michael Jokhy, 335th Fighter Squadron assistant director of operations. “The F-15E Strike Eagle can hold a lot more gas and weapons than other multi-role aircraft in our inventory.”

The Strike Eagle can stay longer where it is required and deliver more life-saving close-air support because to the extra fuel. Additionally, according to Jokhy, the extra weapons the Strike Eagle can carry are a great deterrent and serve to remind enemies that the United States wields the most powerful air force in the world.

During Operation Desert Storm in 1991, an F-15E from the 335th Tactical Fighter Squadron at Seymour Johnson Air Force Base (AFB), North Carolina, used a laser-guided bomb to destroy an Iraqi Mi-24 Hind helicopter. The F-15E also demonstrated its air-to-air and air-to-surface capabilities by repeatedly flying into hostile territory while coming under intense anti-aircraft artillery fire and destroying Scud missile installations.

During the Balkan conflict of the 1990s, the F-15E was the only fighter capable of continuously attacking ground targets in all weather conditions.

There are now 219 F-15E Strike Eagle aircraft in the U.S. Air Force, which are mostly used for close air support during operations.

As of December 2, U.S. and coalition aircraft had carried out more than 16,592 attacks in support of Operation Inherent Resolve (OIR) in Syria and Iraq, according to the Department of Defense. In support of OIR, the Strike Eagle has helped degrade and ultimately defeat the Islamic State of Iraq and the Levant by destroying or damaging more than 31,900 targets.

In order to support the DOD’s lines of effort, which include providing military support to our allies, obstructing the flow of foreign fighters, stopping ISIL’s financing and funding, and exposing ISIL’s true nature, the 335th and 336th Fighter Squadrons and maintenance units frequently deploy to areas of responsibility in Southwest Asia.

Pilots and weapons systems officers of the F-15E Strike Eagle flew more than 9,250 combat hours, dropped more than 2,000 bombs, and killed more than 80 high-value ISIL members during the most recent deployment of the 335th Fighter Squadron.

The F-15E Strike Eagles at Seymour Johnson are now receiving upgrades through the Boeing Co.’s Radar Modernization Program to further improve their already lethal capability.

“We’re doing [the upgrade] on all of the F-15E models,” said Jonathan Pierce, Boeing Co. F-15E site lead. “This radar update is going to drastically improve the aircraft’s air-to-air and air-to-ground radar, making it significantly more capable.”

The new active electronically scanned radar system, APG-82, is replacing the outdated heritage APG-70 mechanically scanned radar. It is designed to provide improved mission employment capabilities while maintaining the functioning of the previous legacy radar system.

“What I’m most looking forward to with the modification is that it will be more in line with what other fighters have across the combat Air Force,” said Capt. Bryan Hladik, 336th FS pilot. “The upgraded radar will further enhance our abilities to target [ISIL] through the weather. On days that visual acquisition of the target is not possible due to clouds, we will be able to take precise air-to-ground maps and target [Joint Direct Attack Munition] with a very high level of accuracy.”

The commander of the 4th Fighter Wing, Col. Christopher Sage, thinks the F-15E is crucial to the mission of the Air Force and to the development of combat air power.

“On its 30th anniversary, the F-15E is still a phenomenal and capable war-fighting machine. It controls the sky and dominates the ground,” said Sage. “It’s an important piece of equipment our Air Force uses to maintain air superiority in support of global operations and national defense.”

Photo by Staff Sgt. Aaron Allmon, Master Sgt. Terry L. Blevins, Staff Sgt. Elizabeth Rissmiller and Airman 1st Class Aaron J. Jenne / U.S. Air Force

February 21, 2023 0 comment

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