Category:

Cold War

SR-71-Blackbird-Greenham-Common

A Blackbird buzzed Greenham Common Women’s Peace Camp after protest women threw paint on that very same SR-71

by Till Daisd May 9, 2024

written by Till Daisd

RAF Greenham Common Women’s Peace Camp

Angered by the UK’s decision to station cruise missiles, (guided nuclear missiles), a group of women planned a protest march in 1981 that started in Cardiff, Wales, and ended at RAF Greenham Common, which is located near Newbury in Berkshire. This is where they established the Greenham Common Women’s Peace Camp.

The Imperial War Museum claims that the demonstrators tried to hinder the construction work at the base in 1981 and 1983. They blocked the base and cut sections of the fence, among other things. At the “Embrace the Base” event held in December 1982 at Greenham, almost thirty thousand women came together to form a human circle around the base.

SR-71 Blackbird at 1983 IAT at RAF Greenham Common

RAF Greenham Common hosted the 1983 International Air Tattoo (IAT) as well. A video of a Blackbird being flown by SR-71 pilot BC Thomas, with John G. Morgan serving as RSO, arriving at Greenham Common for the 1983 International Air Tattoo was posted on his YouTube channel.

Thomas recalls in the video description;

‘I was the pilot in this video, but did not fly the SR-71 out of RAF Greehnam Common. I was the “mobile control” officer when the aircraft departed and the pilot was Maj Jim Jiggens, a USAF Thunderbird pilot and formally a US Army helicopter combat pilot in Vietnam.

Protest women throw paint on SR-71 Blackbird

‘On the evening of the air show featured in this video, women, who were protesting President Reagan’s decision to station intermediate nuclear missiles in England, broke into the security cordon around the air show aircraft and threw paint on several, including this SR-71.

‘Owing to the unique metals associated with the SR-71, the removal of the paint required special maintenance procedures to assure that no “hot spot” would develop on subsequent flights. It was quite a hassle and we were not amused over this incident. Jim and I planned a farewell departure for the protesters who were encamped in a squalor of tents just outside the main gate.

SR-71 Blackbird noise on the protesters at RAF Greenham Common

‘Jim obtained clearance for a “closed pattern” and turned to a downwind leg, descended to about 50 feet above the ground, and flew directly over the protestors’ encampment. It was early and probably most were asleep, but not for long. Jim was flying about 250 knots and selected afterburner in both engines as he was approaching the tents. As the SR-71 accelerated to 350-400 knots, he pulled up and focused the plume (and noise) directly on the protesters. It was a magnificent sight.’

Thomas concludes;

‘As we were leaving the base immediately after Jim’s departure, the gate guard (British) said to me: “I say, that was a jolly good show, but next time, please warn me before you do it.” I also had the honor to prefer charges against the women, but the British government later declined to prosecute.’

Greenham Common today

In 1987 US President Ronald Reagan and Soviet President Mikhail Gorbachev signed the Intermediate-range Nuclear Forces (INF) Treaty, which paved the way for the removal of cruise missiles from Greenham.

Today Greenham no longer belongs to the military. Part of it is a business park and the rest is common land.

Check out Habubrats SR-71‘s Twitter profile and Born into the Wilde Blue Yonder‘s Facebook page for further Blackbird photos and stories.

Photo by Mike Freer – Touchdown-aviation via Wikipedia

May 9, 2024 0 comment

Project-Blue-Book

A Taiwanese U-2 pilot flamed out at 70,000 feet over the Rocky Mountains and made a tumultuous landing

by Till Daisd May 8, 2024

written by Till Daisd

The U-2

The U-2 is still considered today to be one of the most technologically advanced aircraft ever built. Since its primary role was strategic reconnaissance, its development in 1954 was cloaked in intense secrecy. It was effectively a powered glider with a lightweight structure and wing similar to a sailplane, intended to fly for extended periods at extremely high altitudes.

The aircraft was intended for use in electronic and communications intelligence at high altitudes, and it was capable of daytime and nighttime all-weather surveillance. Depending on the mission, the U-2 can be outfitted with a variety of cameras, electronic intelligence equipment, radar-homing devices, and warning systems. During the 1962 Cuban Missile Crisis, the U-2 aircraft was crucial in identifying Soviet intermediate-range ballistic missiles.

Taiwanese U-2 pilot flame out

This article (which first appeared in Air Force Magazine) tells the amazing story of Major Hsi-Chon Hua, a U-2 pilot in Taiwan’s Nationalist Chinese Air Force (NCAF), who flamed out at 70,000 feet and made a rough landing at the airport in the remote town of Cortez, Colorado, in 1959. The article first appeared in Air Force Magazine. People apparently believed he was from outer space due to his pressure suit and his accented English.

‘It was my seventh training flight in the new, super-secret U-2 reconnaissance aircraft, and it was a night mission. Months before, I had been selected by the Nationalist Chinese Air Force (NCAF) to go to the US for training in the exotic U-2. Everything about U-2 operations was clandestine, even the pilot selection process.

‘We NCAF U-2 trainees had been told only that top fighter pilots were being evaluated for a new mission and that selectees would have to pass rigorous physical and English-proficiency exams.

‘My initial flight, and that of each pilot, was conducted over the wide-open spaces of southwest Texas.

The first night flight

‘For my seventh mission, I was to fly to Ogden, Utah, and back, using celestial navigation. The flight began around 8:30 p.m. on a hot August night. Flying weather was good, and everything was going reasonably well.

Project Blue Book and the story of how UFO sightings were used to cover high altitude U-2 flights

‘It was my first night flight in a foreign country. I recall that, with thousands of glittering stars crowding the clear dark sky, it was difficult to find the precise celestial body needed for a navigation fix.

‘When at last I reached Ogden, I was happy and gratified that I had been able to reach the farthest route point without getting lost. Actually, I was flying above 70,000 feet, but the fictitious altitude was reported as a security precaution. That done, I concentrated once more on celestial navigation.

U-2’s engine flames out

‘Suddenly, the U-2’s engine flamed out and died. A quick glance at my clock showed it was 0528 Zulu or 10:28 p.m. local time.

‘Things got bad very quickly.

‘No try for an engine airstart could be attempted until the aircraft had descended below 35,000 feet. But the speed range between the stall buffet boundary and the Mach buffet boundary of the U-2 is less than twenty KIAS (knots indicated airspeed) at that altitude. I thus could not go into a rapid descent in order to ease the uncomfortable situation.

‘The only way that I could right the situation was to keep the aircraft gliding on course.

Gliding into the clouds

‘The U-2 glided into the clouds below 40,000 feet. The air was bumpy. I struggled to keep the aircraft under control. Upon reaching 35,000 feet, I tried to relight the engine, but failed.’

Hsi-Chon Hua tried to relight the engine two other times but with no success.

‘The altimeter indicated 17,000 feet. I was really in trouble. Lurking unseen in the clouds just below, I knew, were high peaks of the Rocky Mountains, some of which rose to altitudes of more than 13,000 feet.

’My prospects for surviving a bailout over rough, remote mountain areas were low at best. I called out a desperate “Mayday!” to a nearby Air Force base but got no response.

Praying aloud

‘God Almighty, I reckoned, would be the only one to save me now. So I prayed. I prayed aloud.

‘Suddenly, I was astonished at what I saw: lights on the ground at the eleven o’clock position. I had come out of the clouds to find that I was clipping along through a narrow valley, flying between tall mountains. Their sheer black walls rose and disappeared into the clouds above me. Even so, I felt a surge of relief. If there are ground lights, I calculated, there are probably people nearby, and that means that the terrain might be reasonably flat and I might be able to survive a forced landing.

‘I headed toward the lights. Gradually, I discerned alternating white and blue flashes, which I took to be a rotating beacon that normally identified an airfield.

‘As I drew nearer to the beacon, I saw that there were also some runway lights, meaning that I had stumbled on an airfield. How wonderful was that vision!

Project Blue Book and the story of how UFO sightings were used to cover high altitude U-2 flights

Taiwanese U-2 pilot emergency landing

‘On final approach, I put down the U-2’s landing gear and used the speed brake. The aircraft touched down fairly smoothly but did not stay on the landing gear. The aircraft, with its belly scratching the pavement and its left wing tip striking the shoulder of the runway, went into a ground loop and came to rest in one piece.

‘Quickly, I scrambled from the cockpit and made for the only lighted building around. Inside, I found the airport manager and a radio operator. It took me a little while to fully apprise them of the situation, using my Chinese-accented English. One can imagine their surprise at coming face-to-face with a Chinese pilot, wearing a pressure suit, having just flown in unannounced in the dead of night in an aircraft of the strangest appearance. They had never heard of a U-2. It would be nine months before the Soviet downing of Francis Gary Powers in Russian airspace was to make the name of the aircraft a household word.

U-2 dismantled and loaded in a C-124

‘As for me, I had never heard of Cortez, Colo. Not even the town, much less its airport, appeared on my map. The airport manager informed me that, due to the cost of supplying electricity, the local city council was debating whether to keep the tiny community’s airport lights on at night. What’s more, he told me, he and the radio operator had been preparing to close the office, douse the lights, and head home for the night.’

After the accident, Hsi-Chon Hua contacted Laughlin Air Force Base (AFB). The next morning, the U-2 was dismantled by a 4080th Strategic Reconnaissance Wing team and loaded into a C-124. It was later found that the problem was caused by a broken line but the U-2 was otherwise in good shape.

A Taiwanese U-2 pilot receives the Distinguished Flying Cross

Months later, he was awarded a Distinguished Flying Cross by the US Air Force (USAF). The U-2 involved in the accident—No. 56-6721—continued in active research and development use at Edwards AFB for many years.

Hsi-Chon Hua concludes;

‘Though this incident had a fortuitous ending, it was for me a solemn lesson about life. I do not believe that it was mere luck that brought me through the difficult moments. For me, the conclusion is inescapable. My prayer was answered.’

Photo by U.S. Air Force

May 8, 2024 0 comment

After a combat mission, a US Navy F-4 pilot remembers getting into a fist fight with his RIO

by Till Daisd May 7, 2024

written by Till Daisd

The RIO or Radar Intercept Officer

Any fighter aircraft’s normal mission is to intercept an airborne target. Finding a target on the radar is the first step in intercepting it. Then, someone must determine the ideal angle to fly at, how to use radar to intercept the target, and how to get into a firing position.

The US Navy’s F-4 Phantom II was an offensive aircraft that used radar-guided missiles and needed a Radar Intercept Officer (RIO) to manage its sophisticated weaponry and sensors. The RIO was trained on the most effective way to quickly intercept a moving target.

What happens if there is a deep animosity between a pilot and Rio (or a Weapon Systems Officer, WSO)? Would they be given different people to work with, or could they collaborate well?

US Navy F-4 pilot fist fight with his RIO

John Chesire, former US Navy F-4 Phantom II pilot, recalls on Quora;

‘Yes, for a brief time, I did fly with a RIO that I did not like, and who was not very good either. Nevertheless, I had no problem working with him, even though he was below average. Every mission requires good teamwork, regardless of personalities.

‘Anecdote: I flew most all my Vietnam missions with the same RIO, call sign “TA”. He was great, and we made a very good team. While we were not really close friends, we were in fact, always good friends.

‘One night after flying another combat mission, and secretly partying in a junior officer bunk room on the carrier, we somehow for some unknown reason, we got into a fist fight. The others there pulled us apart before we caused any real damage.’

Chesire concludes;

‘The next day we flew together like nothing had ever happened, and I still did not know the cause of the fight. Nor did he. Upon reflection, I think it was just the cumulative stress of many combat missions and it got to us for some reason. We never had any problem ever, after that night.’

Photo by U.S. Navy

May 7, 2024 0 comment

SR-71-Vs-MiG-31

SR-71 pilot recalls a tense mission over the Barents Sea where he spotted a Soviet MiG-31

by Till Daisd May 4, 2024

written by Till Daisd

The SR-71 Blackbird

The most sophisticated spy plane in the Blackbird family, the SR-71, which also included the A-12 and YF-12, was created by a group of Lockheed personnel under the direction of Clarence “Kelly” Johnson, who was vice president of Lockheed’s Advanced Development Company Projects at the time. Known as the “Skunk Works,” this group is now a division of Lockheed Martin. On December 22, 1964, the Blackbird’s maiden flight was accomplished.

The SR-71 was built to cruise at heights of up to 85,000 feet and at “Mach 3+,” which is over three times the speed of sound, or more than 2,200 miles per hour.

Soviet MiG-31 too close for comfort

An SR-71 was briefly beyond Russian territorial seas on October 6, 1986, near the Murmansk area coastline. The SR-71 had flown over the Soviet Union’s coast before, and this was not the first time. The Blackbird was assigned the task of taking side-looking pictures. The US was searching for nuclear submarine activities, which is why they were looking into the Soviet Union. However, this time a Soviet interceptor got a little too close for comfort. Ed Yeilding explained to Paul Crickmore, for his book Lockheed Blackbird: Beyond the Secret Missions (Revised Edition);

‘Flying straight toward each other in our supersonic jets, I was reminded of two gallant medieval knights galloping full speed toward each other, only I did not have a weapon,’ Ed Yeilding, former SR-71 Blackbird pilot recalls.

‘In the distance far ahead, at perhaps 100 miles, I could see a long, bright white Russian contrail flying directly towards us, but at much lower altitude.

‘I knew it must be a Soviet fighter, probably a MiG-31, then the newest Soviet interceptor.

‘I raised my periscope and saw too that we were leaving a long contrail and I knew the fighter could see our contrail as easily as I could see his.

Orders to fire missiles at USAF SR-71 Blackbird

‘I also assumed he had orders to fire his missiles if I was late with my turn and slipped over Soviet territorial waters to within 12nm of Soviet land, and I assumed the pilot would like nothing better than an opportunity to fire his missiles at an SR-71 Blackbird.

‘I believed the Soviet fighter would not fire his missiles as long as we stayed on our usual track, but I also knew he or his ground controllers could mistake our position as being closer than we actually were.

‘We had no defences like flares against heat-seeking missiles, but again, we believed that missile “probability of kill” was very low due to our high speed and altitude.

‘I was determined to fly the track as planned and get the pictures.

‘For survival, Curt [RSO Lt Col Curt Osterheld] and I depended on accurate navigation to keep us just outside Soviet territorial waters to prevent a launch, and we depended on our superior speed and altitude in case missiles were launched.

MiG-31

‘From my F-4 experience with intercepts and visual acuity, my best guess is that eight miles was his closest approach.

‘He appeared to run out of airspeed at the top of his contrail, at maybe 65,000ft or 10,000ft below us.

‘I saw his nose below the horizon and fall away. Curt and I stayed on course and got the pictures.

The MiG-31, the premier Soviet supersonic interceptor

“During my three years of flying overseas reconnaissance missions, I frequently saw contrails far below of potentially hostile fighters, but that day, above the Arctic Circle over the Barents Sea, was the only time I saw a Soviet fighter get close enough that I could actually see metal, though barely larger than a dot and only because our routine track was predictable. Back at Mildenhall, during our debriefing, our intelligence officer told us, with near certainty, that the interceptor was a MiG-31, the premier Soviet supersonic interceptor at that time.”

Check out Habubrats SR-71’s Twitter profile and Born into the Wilde Blue Yonder’s Facebook page for further Blackbird photos and stories.

Photo by U.S. Air Force and Dmitriy Pichugin via Wikimedia Commons

May 4, 2024 0 comment

When an F-16 crashed, hydrazine vapors forced all of the crews participating in a Red Flag sortie to remain inside their aircraft and prevent them from taking off

by Till Daisd May 4, 2024

written by Till Daisd

Exercise: Red Flag

In order to lessen pilots’ susceptibility and high loss rate in their first five combat missions, the US Air Force planned to offer realistic operational training within Tactical Air Command (TAC) by the mid-1970s, following lessons learned from experiences in Korea and Vietnam.

The idea was to set up a training complex with electronic countermeasures, guns, missiles, and air defense fighter radars that would simulate Soviet air defenses and follow their operating procedures. The idea, which was located at Nellis AFB in Nevada, was later dubbed Exercise Red Flag. Its operations took place in the training ranges in the desert north of the base.

Vulcan bombers invited to participate in Red Flag

The exercise quickly spread due to its early success; by 1977, offers to take part were sent to other US Air Commands, the US Navy, and the US Marine Corps. The RAF was invited to take part early on, using the Avro Vulcan bomber as well as tactical aircraft.

In the book Vulcan Boys True Tales of the Iconic Delta V Bomber by Tony Blackman, Anthony Wright, a Vulcan Navigator Radar who participated in Red Flag 82-2 in 1982—the last Red Flag exercise with Vulcans just before Operation Corporate, the Falklands campaign, and as the V Force was winding down as a deterrent—tells an intriguing tale;

‘Because we were operating at low level, at night, flying across miles of uninhabited desert, apart from take-off and landing at Nellis, our pilots were flying practically blind in the darkness and had to trust the navigation teams. It was only on returning from the desert range and climbing to height that sometime later a huge bright area suddenly appeared and attracted the pilots’ attention. It was the lights of Las Vegas.

‘Each night on landing there followed the same pattern. First there was debriefing followed by a swift exit to the Nellis officers’ club for a wind down, chatting to other American participating crews, including our ‘F-16 enemies’ [the red forces on the exercise flew the F-15 and the F-16], and then back to our Casino.’

F-16 crash

Wright continues;

‘There is one story concerning the F-16 that springs to mind and proves the Red Flag statistics were correct. One evening just as we were about to enter base operations, I heard a shout and turned round to see an F-16 on fire, smoke billowing out behind it, flying, or not as the case might be, low across the airfield parallel to the runway and with a bang the pilot ejected.’

‘I had my camera on my shoulder and was just able to take a photograph of the aircraft on fire as it hit the ground. It was that quick.

F-16 uses hydrazine to fuel its emergency power unit

‘We carried on to plan, briefed and eventually walked out to the aircraft on the huge apron with smoke still coming from the F-16. When we got into the aircraft and onto intercom we were told by air traffic control that all aircraft crews were to close any hatches, windows and doors and not to venture outside as it was hazardous.

‘We complied and were then told the reason. Unknown to us the F-16 used hydrazine, which is highly toxic and highly inflammable to fuel the aircraft’s emergency power unit (EPU). If the F-16’s engine failed then there was no power to restart the engine or operate the flying controls.

F-16 Hydrazine vapors under control

‘The EPU was there to try a restart. Failure of the EPU to generate power means that the pilot has no option but to eject. This one did. Once the fire teams and others in breathing apparatus and contamination suits got the situation under control we were cleared for take-off.’

Wright concludes;

‘Looking back, the flying on Red Flag was very testing, with much adrenalin used by all concerned. Despite that we learnt a good deal and were extremely satisfied to have completed it. Definitely an exercise not to be missed.’

Vulcan Boys True Tales of the Iconic Delta V Bomber is published by Mortons Books and is available to order here.

Vulcan Navigator Radar recalls when due to hydrazine vapors caused by the crash of an F-16 all the crews taking part in a Red Flag sortie had to stay closed inside their aircraft and could not take off — Vulcan Mk 2 at Nellis AFB with F-16 taxiing out (Bill Perrins)

Photo by Bill Perrins via Mortons Books

May 4, 2024 0 comment

When a KC-135Q crew flew through a thunderstorm with their tanker’s throttles frozen to refuel a Blackbird

by Till Daisd May 3, 2024

written by Till Daisd

The KC-135Q

It’s impossible to overemphasize the essential role played by the KC-135Q tanker crews, without whom successful prosecution of the SR-71 Blackbird mission would have been impossible. As told by Paul F. Crickmore in his book Lockheed Blackbird: Beyond the Secret Missions (Revised Edition), it became apparent to Strategic Air Command (SAC) that the tanker force dedicated to supporting SR-71 operations would need to be expanded beyond the original 21 Q-model aircraft, and in 1967, the decision was made to modify an additional 35 aircraft. Some 20 KC-135As from the 70th AREFS, 43rd BW at Little Rock AFB, Arkansas, and 15 from the 306th AREFS, 306th BW at McCoy AFB, Florida, were therefore converted.

The only crews qualified to refuel the SR-71 Blackbird

KC-135Q crews and their aircraft were unique from the rest of the Air Force in several ways. As explained by Col. Richard H. Graham, a former Blackbird pilot, in his book SR-71 The Complete Illustrated History of THE BLACKBIRD The World’s Highest, Fastest Plane, their aircrews were the only ones certified in Blackbird’s specific radio-silent rendezvous procedures, and their boom operators were the only ones qualified to refuel the SR-71. The Q-model tankers had special plumbing between their fuel tanks, allowing them to transfer JP-4 and JP-7 fuel between various tanks. Their engine could burn JP-4 or JP-7 fuel.

If the SR-71 landed in an area without JP-7 fuel, the Q-model tankers would fly in with the fuel and refill the aircraft using ground-based transfer hoses.

No SR-71 story would be complete without KC-135Q

No story on the SR-71 would be complete without an understanding and appreciation of just how valuable the KC-135Q model tankers and their crews were to the successful and safe completion of every mission. It suffices to say that an SR-71 never ran out of gas, as proved by the following story told by former Blackbird pilot David Peters.

‘There are many stories of the loyalty, bravery, and reliability of our Q tanker guys. This is a great one for sure.

The story of the SR-71 Blackbird that pitched up and collided with a KC-135Q tanker during an air refueling over El Paso

KC-135Q crews bravery

‘Ed Bethart and I were flying a mission out of Kadena and it was definitely thunderstorm season. We were in heavy clouds headed to the tanker after takeoff and as we got DF and distance contact, we couldn’t see a thing. As we closed in, we had our 2000 ft altitude separation and, at a mile, had no contact. So, we told the guys to recheck their altimeter setting because we were coming up a thousand and in 1/2 mile. They confirmed their setting and altitude and airspeed so we moved up and in.

‘Still nothing.

‘Restated the whole thing and that we would come up 500 and close to a 1/4 mile. Still nothing, then like bursting through a curtain there he was right where he said he was.’

Throttles frozen

He continues;

‘We closed for hook up and got contact. I noticed that I kept ducking my head beside something was hitting the windscreen. It was ice falling off the tanker.

‘I said “Hey Teddy (Ted Bittel) you have Ice coming off.” About that time Ed says “we are at 290 kts and descending.” Of course, Teddy could hear that on the boom interphone and he says “yes we have had the throttles frozen for the last half hour so we are trying to get the speed up for when you get heavier.” It all worked out and we got filled up.

‘However, the weather was so bad, when we tried to climb out, we hear very heavy turbulence, rain and lightning. Tried three times to accel but got violent unstarts each time. I tried going to manual inlets to open up and try to make it but it just couldn’t do it so we had to abort and return to Kadena.

A 20 lb block of ice

’In the debrief, the maintenance guys came in and showed us that the wave guide antennas in the nose were gone totally eroded by the rain. Then Chief Kelly came in and dropped a 20 lb block of ice on the table. He said it came from the flight control mixer quadrant.’

Peters concludes;

‘So, another of those stories where circumstances were incredibly difficult to the point of losing the mission but not because our incredible Q guys weren’t there for us.’

Check out Habubrats SR-71’s Twitter profile and Born into the Wilde Blue Yonder‘s Facebook page for further Blackbird photos and stories.

Photo by U.S. Air Force

May 3, 2024 0 comment

SR-71 pilot landed at Beale AFB almost a day before takeoff from Kadena AB due to the aircraft’s incredible speed

by Till Daisd May 1, 2024

written by Till Daisd

The SR-71 Blackbird

One of the most sophisticated members of the Blackbirds family, the SR-71 (along with the A-12 and YF-12), was created by a team of Lockheed personnel under the direction of Clarence “Kelly” Johnson, who was vice president of Lockheed’s Advanced Development Company Projects at the time. Known as the “Skunk Works,” this unit is now called Lockheed Martin.

Beginning in the late 1950s, the A-12 reconnaissance aircraft—which made its first flight in April 1962 and remained classified until 1976—served as the model for the Blackbird. The YF-12A interceptor variant was first made public by President Lyndon Johnson on February 29, 1964, which was more than six months after it made its first flight. On December 22, 1964, the SR-71’s maiden flight was accomplished.

The Blackbird was built to reach altitudes of up to 85,000 feet and cruise at “Mach 3+,” which is more than three times the speed of sound, or more than 2,200 miles per hour.

Blackbird pilot recalls when his SR-71 Flew so Fast that he and his RSO Landed at Beale AFB almost a Day Before They Took Off from Kadena AB — David Peters in SR-71’s cockpit

The incredible speed of the SR-71 Blackbird

Therefore, it should come as no surprise that the aircraft has broken multiple speed and altitude records during its history due to its incredible flight characteristics. Pilot David Peters of the SR-71 shares this amazing story to give a perspective on the astounding speed the famed Blackbird could reach:

‘We were TDY to Det. 1 at Kadena AB, Okinawa. One of the birds was scheduled for swap out and my backseater, Ed Bethart, and I were to fly it home. The replacement came in on Friday and we were to leave Saturday morning. So, in true Habu tradition, we welcomed the incoming crew and went to a happy hour Friday evening at the officers’ club.

SR-71 Pilot tells the story of when his Blackbird flew So Fast that He and his RSO arrived at Beale AFB 17 1/2 Hours Before They Left Kadena AB — David Peters and Ed Bethart

A true story

‘We got up Saturday morning and got ready to go home. Departure was scheduled for 1000. Everything went well and we departed right on time. Headed out to do a pass through the Korean DMZ, then into the tankers in the Sea of Japan. Good refueling and climb out, headed for the Sea of Okhotsk and the Kamchatka peninsula of Russia and from there to more tankers off of Adak in the Aleutian Islands. Another good refueling and on to Beale AFB, California.

‘We arrived with a low approach, pulled up into a closed pattern, and landed. Following de-suiting and debrief we deposited our classified flight documents, jumped in a car, and arrived at the officers club for Friday night happy hour at 1630 17 1/2 hours before we left Kadena.

‘Try that in any aircraft other than the SR-71. Besides, this is actually a true story.’

Check out Habubrats SR-71’s Twitter profile and Born into the Wilde Blue Yonder’s Facebook page for further Blackbird photos and stories.

Photo by David Peters and U.S. Air Force

May 1, 2024 0 comment

F-14-Boeing-727

An F-14 pilot almost fired an AIM-7 Sparrow at a Boeing 727 while escorting an RC-135

by Till Daisd April 30, 2024

written by Till Daisd

The F-14 Tomcat

When it came to Cold War fighter jets, the US Navy’s Grumman F-14 Tomcat was unmatched overall. Six long-range AIM-54A Phoenix missiles could be guided by the F-14’s AWG-9 weapons control system against six different threat aircraft at a long range. Sparrow missiles were carried for medium-range warfare; Sidewinders and a 20mm were available for dogfighting.

As Chuck Hunter, former US Navy F-14 pilot, recalls on Quora, firing a missile for a Tomcat crew ‘is always a thrill. We spend most of our deployed flight time carrying them around, prepping them, practicing with them, and then usually landing back with them. Dropping dumb bombs is fun, but when you can light a rocket motor hanging on your wing and watch it fly off, then track a target to a kill, it is a special day.

The AIM-9 Sidewinder

F-14 pilot recalls when he nearly fired an AIM-7 Sparrow against a Boeing 727 on intercept vector to the RC-135 his Tomcat was escorting

‘I was able to shoot an AIM-9L Sidewinder, AIM-7F Sparrow, and the big one an AIM-54C Phoenix. The AIM-9 is cool because it comes straight off the rail and you can see it from the moment it leaves and flies right out in front of you. It is also a short-distance missile so you get to see if it hits the target.

The AIM-7 Sparrow

F-14 pilot recalls when he nearly fired an AIM-7 Sparrow against a Boeing 727 on intercept vector to the RC-135 his Tomcat was escorting

‘The AIM-7 and AIM-54 are ejected downward away from the aircraft, so there is a thump and you feel the release of the weight. The Sparrow is 500 pounds, and the Phoenix was 1,000 pounds. After they leave, they fly out in front of you toward the target, but you see them coming up from under the nose. With radar missiles, often you are still focused on making sure that they are tracking, as they may be using information from the aircraft’s radar and you need to be sure you are continuing to send the information.’

F-14 Tomcat AIM-54 Phoenix shot

Hunter continues;

F-14 pilot recalls when he nearly fired an AIM-7 Sparrow against a Boeing 727 on intercept vector to the RC-135 his Tomcat was escorting

‘The Phoenix was an amazing shot, the 1,000-pound big white telephone pole’s rocket motor burns for 22 seconds so you have this beautiful white plume to follow. Our shot was in a heavy ECM environment against a PRN (Pseudo Random Noise) target so not as exciting as a turning and burning dogfight AIM-9 shot, but a very technical shot with lots of work and communication between the RIO and myself. We saw the missile guide but had to wait on the results as we were shooting at a QF-86 with a jamming pod on the wing. While launching the big white wingman was exciting, when we found out the missile hit the jamming pod on the wing of the QF-86 at 20+ miles, there was a real high five.’

Short of pulling the trigger

‘I was never able to launch one in combat but was close a few times. The training was there and short of pulling the trigger, it felt pretty much like the other shots. In one case the Master Arm was on, missile ready, and one-inch trigger squeeze before the Sparrow would be heading toward the target. We were already 3+ miles inside of cleared-to-launch range when we finally got a visual through broken clouds of a 727 airliner. I could have been famous, glad I wasn’t.’

AIM-7 Sparrow nearly fired against Boeing 727 airliner

Hunter concludes;

‘That was a big YIKES. In and out of puffies, they were on an intercept vector to the RC-135 we were protecting, 10 miles cleared to fire, Master Arm ON since we took the vector, missile selected and really wanted to pull the trigger, but waited…waited… 9miles… 8miles… no tally… 7 miles…. 6 miles…. oh crap 727… Master Arm OFF. We still intercepted, but low to high came up underneath and took pictures.’

Photo by U.S. Navy and U.S. Air Force

April 30, 2024 0 comment

A USAF F-4 WSO remembers attempting to steal a Phantom II fighter jet during a drill with his pilot

by Till Daisd April 26, 2024

written by Till Daisd

Can a fighter jet be stolen?

Theft of aircraft is a crime that is becoming more and more common, and it is frequently committed in conjunction with drug smuggling. Owners should take more preventative action, and investigation units must better equip themselves to handle cases of aircraft theft.

As long as the thief is skilled in flying and is familiar with airport procedures, stealing an airplane is not too difficult, according to the US Department of Justice Office of Justice Programs. The aircraft may be hotwired if the owner does not leave the keys inside. The thief just needs to start the aircraft and call the airport control tower to get takeoff instructions.

Considering how easy it is to steal an aircraft, one may ask if it is also feasible to steal a fighter jet.

Tasked to steal a USAF F-4 Phantom II

Joe Montana, former US Air Force (USAF) F-4 Phantom II Weapon Systems Officer (WSO), answered this question on Quora;

‘Yes, as a test of flightline security a pilot and I were tasked to steal an F-4. A few people in maintenance and security were advised but were only to take action to prevent damage to the aircraft or use of deadly force. We convinced a crew chief that his plane was the spare aircraft and we were taking it. Tower did not notice we started engines. By the time tower realized we were taxing, we were on the parallel taxi way. The pilot gave tower some bogus information that confused them momentarily but gave use a few more seconds of taxi time. By then we could have taxied onto the active runway. We would have less than the length of the runway and takeoff would have been with a tail wind but it was possible. We called the exercise off and stopped taxing.’

The only way to steal a USAF fighter jet

Montana concludes;

‘This was possible only because of the aircraft’s parking spot on the ramp and that the parallel taxi way used part of the parking ramp. Also, the layout of the base put us at the most distant location for security to respond. Additionally, we knew the aircraft was fueled and that there were no maintenance holds.

‘Things were a lot more relaxed than today.’

Photo by Senior Airman Jesse Shipps / U.S. Air Force

April 26, 2024 0 comment

The pilot of an SR-71 with his RSO remembers performing a Blackbird super low pass at 152 knots

by Till Daisd April 25, 2024

written by Till Daisd

The SR-71 Blackbird

One of the most sophisticated Blackbirds, the SR-71 (along with the A-12 and YF-12) was created by a group of Lockheed personnel under the direction of Clarence “Kelly” Johnson, who was vice president of Lockheed’s Advanced Development Company Projects at the time. Known as the “Skunk Works,” this unit is now called Lockheed Martin.

Beginning in the late 1950s, the A-12 reconnaissance aircraft—which made its first flight in April 1962 and remained classified until 1976—served as the model for the Blackbird. The YF-12A interceptor variant was first made public by President Lyndon Johnson on February 29, 1964, which was more than six months after it made its first flight. On December 22, 1964, the SR-71’s maiden flight was completed.

The Blackbird was built to reach altitudes of up to 85,000 feet and cruise at “Mach 3+,” which is more than three times the speed of sound, or more than 2,200 miles per hour.

The SR-71 Blackbird’s slowest speed

‘How high and how fast does it really fly?’ is arguably the most commonly asked question regarding the “Blackbird family”.

What about the slowest speed a Blackbird has ever been known to fly at? The following anecdote from SR-71 pilot Brian Shul’s book Sled Driver may help to clarify this question.

‘I was flying the SR-71 out of RAF Mildenhall, England, with my back-seater, Walt Watson; we were returning from a mission over Europe and the Iron Curtain when we received a radio transmission from home base. As we scooted across Denmark in three minutes, we learned that a small RAF base in the English countryside had requested an SR-71 fly-past. The air cadet commander there was a former Blackbird pilot, and thought it would be a motivating moment for the young lads to see the mighty SR-71 perform a low approach. No problem, we were happy to do it. After a quick aerial refueling over the North Sea, we proceeded to find the small airfield.

Uncomfortable speed

‘Walter had a myriad of sophisticated navigation equipment in the back seat and began to vector me toward the field. Descending to subsonic speeds, we found ourselves over a densely wooded area in a slight haze. Like most former WWII British airfields, the one we were looking for had a small tower and little surrounding infrastructure. Walter told me we were close and that I should be able to see the field, but I saw nothing. Nothing but trees, as far as I could see in the haze. We got a little lower, and I pulled the throttles back from 325 knots we were at. With the gear up, anything under 275 was just uncomfortable. Walt said we were practically over the field-yet; there was nothing in my windscreen. I banked the jet and started a gentle circling maneuver in hopes of picking up anything that looked like a field.’

Airspeed indicator sliding below 160 knots

Shul continues;

‘Meanwhile, below, the cadet commander had taken the cadets up on the catwalk of the tower in order to get a prime view of the fly-past. It was a quiet, still day with no wind and partial gray overcast. Walter continued to give me indications that the field should be below us but in the overcast and haze, I couldn’t see it. The longer we continued to peer out the window and circle, the slower we got. With our power back, the awaiting cadets heard nothing. I must have had good instructors in my flying career, as something told me I better cross-check the gauges. As I noticed the airspeed indicator slide below 160 knots, my heart stopped and my adrenalin-filled left hand pushed two throttles full forward.

‘At this point, we weren’t really flying but were falling in a slight bank. Just at the moment that both afterburners lit with a thunderous roar of flame (and what a joyous feeling that was) the aircraft fell into full view of the shocked observers on the tower. Shattering the still quiet of that morning, they now had 107 feet of fire-breathing titanium in their face as the plane leveled and accelerated, in full burner, on the tower side of the infield, closer than expected, maintaining what could only be described as some sort of ultimate knife-edge pass.

The greatest SR-71 Blackbird fly-past

‘Quickly reaching the field boundary, we proceeded back to Mildenhall without incident. We didn’t say a word for those next 14 minutes. After landing, our commander greeted us, and we were both certain he was reaching for our wings. Instead, he heartily shook our hands and said the commander had told him it was the greatest SR-71 fly-past he had ever seen, especially how we had surprised them with such a precise maneuver that could only be described as breathtaking. He said that some of the cadet’s hats were blown off and the sight of the plan form of the plane in full afterburner dropping right in front of them was unbelievable. Walt and I both understood the concept of “breathtaking” very well that morning and sheepishly replied that they were just excited to see our low approach.

‘As we retired to the equipment room to change from space suits to flight suits, we just sat there-we hadn’t spoken a word since “the pass.” Finally, Walter looked at me and said, “One hundred fifty-six knots. What did you see?” Trying to find my voice, I stammered, “One hundred fifty-two.” We sat in silence for a moment. Then Walt said, “Don’t ever do that to me again!” And I never did.

Just a routine low approach

Shul concludes;

‘A year later, Walter and I were having lunch in the Mildenhall Officer’s club and overheard an officer talking to some cadets about an SR-71 fly-past that he had seen one day. Of course, by now the story included kids falling off the tower and screaming as the heat of the jet singed their eyebrows. Noticing our HABU patches, as we stood there with lunch trays in our hands, he asked us to verify to the cadets that such a thing had occurred. Walt just shook his head and said, “It was probably just a routine low approach; they’re pretty impressive in that plane.”’

Check out Habubrats SR-71’s Twitter profile and Born into the Wilde Blue Yonder’s Facebook page for further Blackbird photos and stories.

Top image: courtesy of Robin Harbour

April 25, 2024 0 comment

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