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aviation

The F-16 fighter that was modified to test the F-35’s supersonic inlet diverterless

by Till Daisd November 13, 2023

The F-16 Block 30 fighter was equipped with a diverterless supersonic inlet, which took the place of the aircraft’s original intake diverter

The F-16 Fighting Falcon, which has been the cornerstone of the US Air Force’s (USAF) fighter force for more than 30 years, has played a significant role in maintaining air superiority. The F-16, which originated from a competition in 1972 that demanded a lightweight, highly maneuverable fighter jet, emerged victorious and went into production in the same year. An agreement to form a consortium between the United States and the four NATO members—Belgium, Denmark, the Netherlands, and Norway—was a component of its original manufacture. From then on, the F-16 changed from being a day fighter with air superiority to an all-weather, multirole aircraft that is still in service today all over the world.

Here are some photos of the F-16 used to test F-35's diverterless supersonic inlet

A diverterless supersonic inlet, or DSI, was even added to an F-16 as part of the Joint Strike Fighter (JSF) program, which is now the F-35 Lightning II. According to Code One Magazine, the inlet bump functions in conjunction with the forward-swept inlet cowl to reroute undesired boundary layer airflow away from the inlet at high aircraft speeds during supersonic flight. This effectively performs the function of heavier, more intricate, and more expensive diverters that are employed by a number of modern fighter aircraft. Twelve flights were conducted over nine days in December 1996 as part of the flight test program.

Lockheed Martin conducted the DSI’s first research in the early 1990s. On December 11, 1996, the first Lockheed DSI was flown as a part of a project called Technology Demonstration. It was mounted on an F-16 Block 30 fighter, taking the place of the original intake diverter on the aircraft. The modified F-16 had handling qualities akin to a regular F-16 and a top speed of Mach 2.0, which is the F-16’s clean approved maximum speed. It was also shown that subsonic specific excess power was slightly improved.

In mid-1994, the DSI idea was included as a trade study item to the Joint Advanced Strike Technology (JAST, subsequently renamed JSF) program. It was compared to a traditional “caret”-style intake. Subsequently, a DSI was integrated into the Lockheed Martin F-35 Lightning II’s design, as it demonstrated superior performance while being 30% lighter and requiring less production and maintenance than conventional inlets.

Conventional aircraft inlets have a large number of heavy-moving parts. As opposed to previous diverter-plate inlets, DSI removes all moving parts, making it significantly less complex and more dependable. The aircraft’s total weight is also decreased by the reduction of moving parts.

By removing radar reflections between the aircraft’s skin and diverter, DSIs also significantly enhance the very-low-observable characteristics of the aircraft. Furthermore, because the “bump” surface offers an extra layer of protection for the engine fans against radar waves, it lessens the engine’s exposure to radar, hence lowering a substantial source of radar reflection. According to analysts, the DSI lessens the requirement for using radar-absorbent materials (RAMs).

Photo by Lockheed Martin

November 13, 2023 0 comment

History

An ex-US Navy pilot discusses why flying the A-4 Skyhawk was the most enjoyable experience of his career

by Till Daisd November 12, 2023

written by Till Daisd

‘With the A-4, you don’t actually fly it as you wear it. It quickly and responsively becomes an extended part of you and will do most anything you desire it to do,’ John Chesire, former US Naval Aviator

Between 1954 and 1979, Douglas produced 2,960 A-4 Skyhawk attack aircraft.

Known by their nicknames “Heinemann’s Hot Rod” (after Douglas designer Ed Heinemann), the Bantam Bomber, Mighty Mite, and Scooter were built small to be cost-effective and to fit more of them on a carrier. Skyhawks were maneuverable, powerful attack bombers with exceptional altitude and range capabilities, as well as an unusual flexibility in armament capacity, that were made available to the US Navy, Marines, and allied nations.

Given its unique capabilities, what was it like to fly the A-4 Skyhawk?

‘Oh my, what a wonderfully fun aircraft to fly! It was always a thrill to fly, regardless of which of the many different and various A-4 models one was flying in,’ John Chesire, former US Naval Aviator, explains on Quora.

‘The Skyhawk was the most fun aircraft I ever flew. Simple yet extremely quick and agile, her roll rate was an incredible 720 degrees/second. She demanded attention. Never could I trim any A-4 up for hands-off flying for very long. She always wanted to “play.” Nimble and maneuverable, no wonder so many pilots loved the A-4. She acquired such endearing nicknames as Heinemann’s Hot Rod, Scooter, Bantam Bomber, Tinker Toy, and others. I always liked the scooter moniker because flying it reminded me of my two young children having fun pedaling their little three-wheel scooters in the street and screaming with joy. Flying the A-4 was like giving a kid a new and great toy.

‘The first A-4 I flew was an old A-4C. It had an older engine that was sluggish compared to the fighters I had been flying. It also did not have ground spoilers, which made for some tricky and scary crosswind landings. However, it was single-seat, something that every pilot likes by not having someone in the back looking over your shoulder. I flew it on some RDT&E* projects, but I was allowed to also fly it anytime I wanted to… and I often did. For a while, it was my little personal sports car of the air. Of course, later models with their improved engines were like little rocket ships or like Star Wars’ TIE fighters. I never got to fly those, that’s OK. I did not miss much.

‘Some years later, I would fly another A-4, the TA-4J two-seat trainer, as a flight instructor. I had been flying F-14 Tomcats at the time, but the TA-4J being so much fun to fly was not a letdown. Moreover, it was a challenging but honest aircraft for student naval aviators to hone their skills.’

Chesire concludes;

‘One more thing… with the A-4, you don’t actually fly it as you wear it. It quickly and responsively becomes an extended part of you and will do most anything you desire it to do.’

Photo by U.S. Navy

November 12, 2023 0 comment

History

The specially painted F-16 Viper celebrating 75 years of supersonic flight

by Till Daisd November 11, 2023

written by Till Daisd

The photos in this post features the 75th Anniversary of Supersonic Flight F-16 Viper

The pictures in this post celebrate the 75th anniversary of the Supersonic Flight F-16 Viper and were taken at Edwards Air Force Base (AFB). The 412th Maintenance Group has completed this special paint job. This weekend marks the first airshow held at Edwards AFB in thirteen years.

The 2022 Aerospace Valley Open House, Air Show & STEM Expo honor the first supersonic flight made by then-Capt. Chuck Yeager over Edwards AFB, as well as the 75th anniversary of the Air Force.

Using a sonic boom, Yeager used to kick off the Edwards AFB Airshow. He opened the performance with a really impressive pass while piloting a USAF fighter jet.

Yeager was selected to fly the Bell X-1, a classified experimental aircraft designed to evaluate a fixed-wing aircraft’s ability to withstand the extreme aerodynamic stresses of sonic flight as well as the human pilot’s capabilities. On October 14, 1947, he flew the X-1, attached to a B-29 mother ship, to a height of 25,000 feet (7,600 meters), over Rogers Dry Lake in southern California. Yeager became the first person to break the sound barrier when the X-1 rocketed to 40,000 feet (12,000 meters), which was roughly 662 miles per hour (1,066 km) at that altitude.

He died on December 8, 2020. The NASA Armstrong Flight Research Center participates in the airshow in addition to the US Air Force (USAF).

As previously reported, the Air Force and NASA jets will be “going full steam” to see which can break the sound barrier first as part of a unique air show held beneath a supersonic corridor to commemorate the first sonic boom.

“We want to heighten that and showcase that, because it’s a once-in-a-lifetime for air shows to be able to actually go past Mach .99 and actually hit that sonic boom,” Chase Kohler of the 412th Public Affairs office said in June to Bakersfield.com.

Because the aircraft will be at an altitude, the crowd won’t be able to see them, but “they’re definitely going to hear them and feel them,” he said. “We’re just really excited to showcase that unique part.”

Photo by U.S. Air Force

November 11, 2023 0 comment

History

Although would have been easier to adapt the YF-22 for aircraft carrier operations than the YF-23, neither candidate in the ATF program was suitable for Naval operations

by Till Daisd November 10, 2023

written by Till Daisd

If the US Navy had not terminated the NATF program, would it have been easier to adapt the YF-22 for aircraft carrier operations than the YF-23?

During the Advanced Tactical Fighter (ATF) program in the late 1980s and early 1990s, the Northrop YF-23A and Lockheed YF-22A competed with one another. The US Air Force (USAF) needed to replace its F-15 Eagle air superiority fighter due to the threat of new Soviet fighters and Surface-to-Air Missiles (SAMs) in the late 1970s, which is when the ATF program began.

In 1986, the Advanced Tactical Fighter went into the Demonstration and Validation phase. Late in 1990, the prototype aircraft (YF-22 and YF-23) completed their first flight. Extensive flight testing revealed that the YF-22 was more agile, while the YF-23 was faster and stealthier.

The YF-23A, also known as the Black Widow II, was designed with stealth in mind. Northrop chose not to use thrust vectoring for aerodynamic control, as they did on the Lockheed YF-22A, in order to save weight and improve stealth. Northrop built two YF-23A prototypes.

After deciding that the YF-22 was the best design, Lockheed/Boeing was given the development contract in 1991, and work on its engineering and manufacture started.

Although the US Navy had abandoned the Navalized Advanced Tactical Fighter (NATF) by fiscal year (FY) 1992, the press speculated that the Lockheed team’s design was also adaptable for the NATF.

But if the Navy had not terminated the NATF, would it have been easier to adapt the YF-22 for aircraft carrier operations than the YF-23?

‘I can answer that because I was involved in an analysis to determine the answer to exactly this question,’ David Tussey, former US Navy A-7E Corsair II, says on Quora.

‘The F-22 is the only design of the ATF program that could have been made carrier-capable. Even then, it would have involved a major, expensive, and risky re-design. It would have, for example, swing wings such that it was compatible with carrier approach speeds, and lots and lots of other changes. It could happen, but it would have been a real stretch and expensive.

‘The F-23 was simply too long for carrier operations; it would not fit on any of today’s carriers. The length of the aircraft was such that it would not fit into the space between the catapult and the JBDs (Jet Blast Deflectors). The JBDs protect the other aircraft and flight deck personnel from the exhaust of a jet in full afterburner before catapult launch and takeoff. Putting the F-23 on a carrier would have required a redesign of the catapults and JBDs on every carrier… a total non-starter.’

Tussey concludes;

‘Neither candidate in the ATF program was really suitable for Navaoperations, ns and no such requirement existed in the ATF program. I do think, however, that a contributing factor to the losing YF-23 was the fact that it was non-compatible with carrier operations. Just a hunch…

‘Here’s a picture of the JBD at work, just prior to a catapult launch.’

Photo by Lockheed Martin and U.S. Air Force

November 10, 2023 0 comment

History

The Mach 3 rivalry between the YF-12 and the XB-70

by Till Daisd November 9, 2023

written by Till Daisd

The XB-70 Valkyrie had an extremely large airframe; the YF-12 was not small, being 107 feet long. But if you compared the two, the Blackbird looked small

The Mach 3 competition between the XB-70 and YF-12. Although the six-engine Valkyrie could only reach Mach 3 due to aero heating and was not able to cruise at that speed, North American Rockwell produced the first Mach 3 bomber.

Everywhere they could, their public relations company was pushing the idea that their aircraft could fly faster and higher than any other.

On the other side of Edwards Air Force Base (AFB), the YF-12 Blackbird kept its secrets near and dear. The YF-12 was a variant of the A-12 with a backseat for the missile launch controller.

The YF-12s, also known as YF-12A high-altitude Mach 3 interceptors, occupied the seventh through ninth slots on the A-12 assembly line.

The two primary modifications were the addition of a second cockpit for a crew member to operate the fire control radar for the air-to-air missile system and the modification of the A-12’s nose by cutting back the chines to accommodate the huge Hughes AN/ASG-18 fire-control radar, which was originally developed for the XF-108 and has two infrared search and track sensors embedded in the chine leading edge. This airframe could easily fly Mach 3.

Donn A. Byrnes and Kenneth D. Hurley tell in Blackbird Rising: Birth of an Aviation Legend that since they were both undergoing testing at Edwards AFB at the same time, they naturally spent their after-work together at the same bar. Hernandez Hideaway was the name of one of the local hangouts.

Test pilots of the YF-12 frequently accomplished more Mach 3 flights in a lifetime than the XB-70 would. Jim Eastham could take no more of the daily boasts about the XB-70. Eastham was a test pilot for Lockheed, having flown the A-12 and now the YF-12.

When Eastham couldn’t take it anymore, Al White from the XB-70 program was raving about his high Mach numbers one evening at the bar. He turned to White and said, “Al, we do more Mach 3 time in a single YF-12 mission than you guys have flown in your entire program.” Al looked at Jim, and without missing a beat, he said, “Yes, that’s true, Jim, but we lose pieces that are bigger than what you fly!

The YF-12, at 107 feet long, was not small, but the XB-70’s airframe was huge. However, the Blackbird appeared smaller in comparison to the other.

Check out Habubrats Facebook page for further Blackbird photos and stories.

Photo by U.S. Air Force and Peter Chilelli

November 9, 2023 0 comment

History

The B-52 bombers carrying the D-21 Mach 3 ramjet-powered reconnaissance drones

by Till Daisd November 8, 2023

written by Till Daisd

Originally intended for launch from the Lockheed A-12, the D-21 was forced to find a replacement carrier due to technical issues that resulted in a deadly accident

The Lockheed D-21 was a highly advanced, remotely piloted aircraft (RPA) designed to carry out high-speed, high-altitude strategic reconnaissance missions over hostile territory. It was powered by a ramjet. The D-21 had originally been designed for launch from the trisonic Lockheed A-12 (developed alongside the SR-71), but difficulties (culminating in a fatal accident) forced Lockheed to find a new carrier.

The Lockheed D-21 was a cutting-edge remotely piloted aircraft (RPA) intended for strategic reconnaissance over hostile territory at high speeds and altitudes. It had a ramjet for power. Originally intended to be launched from the trisonic Lockheed A-12 (built concurrently with the SR-71), problems ultimately resulted in a deadly accident, forcing Lockheed to locate a replacement carrier.

Under Operation Senior Bowl, which was financed by the CIA, two H-model “Buffs” (B-52H-140-BW 60-0021 and B-52H-150-BW 60-0036) were modified to carry the D-21B reconnaissance drone. The D-21 drone was upgraded to D-21B standards and fitted with a 90-second solid fuel rocket booster, allowing it to reach its operating altitude of 80,000 feet and its top speed of Mach 3.

The first of the two launch aircraft, B-52H-140-BW 60-0021, was dispatched to Palmdale on December 12, 1966, where it was outfitted with enormous inboard underwing pylons from which the D-21s could be suspended, as described by Jon Lake in his book B-52 Stratofortress Units in Combat 1965–73. The gunner and EWO positions in the cockpit were also replaced by new Launch Control Officer stations. In order to record the launch, the aircraft were equipped with camera ports in the fuselage sides and in the launch pylons; however, in contrast to some claims, the standard tail armament was kept in place.

The two D-21 carriers were operated by the 4200th Support Squadron (SS) at Beale Air Force Base (AFB) in late 1968 after training at Groom Lake (also known as “The Ranch”) with a unit simply known as A Flight. They were maintained in a state of virtual alertness with two “birds” on each B-52H. The B-52Hs took off from Beale and went to Andersen, Hickam, or Kadena AFBs, where they conducted operational missions. Sorties were flown on Nov. 9, 1969, Dec. 16, 1970, Mar. 4, 1971, and Mar. 20, 1971.

The second and third flights were unsuccessful because the mission video was not retrieved from the palletized camera hatches that were ejected from the drones, while the first and last drones were lost over enemy territory. Launched by 4200th SS B-52Hs, all D-21Bs were dropped from the starboard pylon, while the backup D-21B, carried by the port station, was never used operationally. The program was discontinued on July 23, 1971.

Standard early-style SIOP camouflage with painted radomes was worn by the aircraft, although 60-0036 had an unusual white-painted cockpit roof to reflect the bright sun at high altitudes. Both “Buffs” are still in use today, and in honor of the D-21 supersonic reconnaissance drone’s 50th anniversary, 60-0036 was given a unique “Tagboard Flyer” nose art in 2017 by renowned aviation artist Mike Machat. The previous nose art was redone, and it was painted over after regular maintenance. This is the current nose art.

B-52 Stratofortress Units in Combat 1965-73 is published by Osprey Publishing and is available to order here.

Nose art celebrates Lokcheed D-21 drone 50th anniversary — Aviation artist Mike Machat completed nose art on the 419th Flight Test Squadron’s B-52 #60-0036 in 2017. The bomber was used in the top secret test program named Tagboard.

Photo by U.S. Air Force

November 8, 2023 0 comment

History

The XB-58 Hustler prototype was carried by the enormous B-36 Peacemaker.

by Till Daisd November 7, 2023

written by Till Daisd

Convair was able to move the XB-58 prototype from Fort Worth, Texas, to Wright-Patterson Air Force Base in Ohio, for testing, using a modified Peacemaker bomber, with ease because of the massive B-36

Originally intended to be a transatlantic bomber to attack Europe from US bases, the Convair B-36 was first conceptualized in 1941. By 1943, the Pacific Theater was being used against the Japanese home islands, rather than the European Theater. The prototype XB-36’s first flight was not scheduled until August 8, 1946, nearly six years after the original design contracts were signed, due to additional design modifications and the B-29s‘ increased success.

B-36-XB-58 — B-36 transporting the XB-58 airframe using eight of ten engines (note both of the inboard propellers have been removed for this flight)

The largest production bomber ever produced is the B-36 Peacemaker. It was called the “Magnesium Monster” by pilots. Five gunners, two navigators, a bombardier, a flight engineer, a radio operator, a radar operator, two ECM operators, and a pilot made up the B-36J crew.

The B-36 never dropped a bomb during battle, despite being the largest bomber ever constructed and having the largest combat unrefueled radius.

B-36-and-XB-58-airframe-combination — A concept model to demonstrate the B-36 and XB-58 airframe combination

However, Convair was able to move the XB-58 prototype from Ft. Worth, Texas, to Wright-Patterson Air Force Base (AFB), in Ohio, for testing using a modified Peacemaker bomber, with ease thanks to the large B-36.

B-36-and-XB-58-airframe — Close-in view of the B-36 and XB-58 airframe mating, note the propeller has been removed from the wing’s inboard engine as well as the strut assembly joining the two wings together.

The bomb bay doors and the left and right inboard engines’ propellers were removed because they were in the way of the XB-58’s wings, which were positioned beneath the bomber, according to the Travel for Aircraft website.

The XB-58 was not equipped with engines, and the vertical fin assembly was removed since the airframe was being tested. The remaining eight engines of the Peacemakers (four reciprocating and four turbojets) plus their superior wing made job easier.

Convair B-36F-1-CF (S/N 49-2677) converted for use as a carrier for the Convair XB-58 primary fuselage and wing structure. (U.S. Air Force photo)

Bill Plumlee, a former manager of Convair’s manufacturing, appears in the video below explaining the B-58 Hustler airframe’s ferry trip from Fort Worth to Dayton while it was mounted to the underbelly of a B-36.

Photo by U.S. Air Force and San Diego Air & Space Museum archive

November 7, 2023 0 comment

Cold War

Fast taxi run resulted in a runway excursion for Avro Vulcan XM655.

by Till Daisd November 6, 2023

written by Till Daisd

On September 16, 2022, at Wellesbourne-Mountford airfield in the United Kingdom, Avro Vulcan XM655 experienced a runway excursion while doing a trial run for the public event scheduled for Sunday, September 18

On September 16, 2022, at Wellesbourne-Mountford airfield in the United Kingdom, during the trial run for the public event that was scheduled for Sunday, September 18, Vulcan XM655 (maintained by the XM655 Maintenance and Preservation Society, 655MaPS, a non-profit organization of Vulcan enthusiasts) suffered a runway excursion, according to the Avro Vulcan XM655 Facebook page.

The event has been canceled due to the mishap. The nonprofit group gave an explanation of the events;

‘After satisfactorily completing low-speed steering and braking tests on runway 05/23, the aircraft was taken onto runway 18/36 for a trial high-speed run. Due to a malfunction of a piece of equipment in the cockpit, the aircraft remained at full power for approximately two seconds longer than intended. This resulted in excessive speed and less distance in which to stop, and the aircraft passed beyond the end of the runway onto the agricultural area, stopping just before the airfield perimeter. The failed equipment was an airspeed indicator that had been tested and found satisfactory six days ago and started working normally before the end of the run. The aircraft brakes worked properly but were unable to bring things to a halt within the reduced space available.’

An explanation of 655MaPS in a different Facebook post;

‘It was all going to plan on Friday and the aircraft was towed to the inactive runway for crew training. The start went well and our only hiccup was the loss of power during the early checks. We think this was probably due to the ground power connector not being fully engaged in the ground power socket so a quick reseat resolved the issue and normal service resumed. The crew then went on to a series of turns and figure-eight maneuvers within the confines of the inactive area before making their decision to carry out their practice fast taxi as part of their return journey to the pan.

‘Unfortunately, the ASI normally used to ascertain the aircraft speed is the one fitted in the P2 position, so with P1 in the driving seat, the P2 would call the speed. The ASI appears to have stuck, hence is no feedback to P1. There isn’t much time to work things out once the Vulcan is rolling and by the time the P1 realized he wasn’t getting any info the closedown of the throttles was a few seconds late. It doesn’t sound much but it was enough that the aircraft was carrying too much speed at the normal turn-off point. She departed the runway and came to rest next to the hedge at the airfield perimeter and just before Stratford Road. It looks as if the soil conditions were perfect for slowing her down and although she plowed 3 furrows across the field she was brought to rest with no injuries to the crew or anyone else and they all departed the aircraft with no external assistance.

‘It took a lot of digging and a lot of pulling on Saturday but early in the evening, she was safely returned to the pan where we will begin a series of inspections to establish the condition of everything. Initial visual inspections look good but we will need to carry out a lot more checks before we can be certain.’

Avro Vulcan XM655, delivered in late 1964, was the third-to-last Vulcan bomber built for the Royal Air Force. It was a part of the UK’s nuclear deterrent force in the 1960s and 1970s, according to the 655MaPS website. It is owned by Wellesbourne Airfield.

Being the sole Vulcan with the most powerful engine variant—a Bristol Olympus 301—XM655 is one of the few that are still in ground-running condition, and 655MaPS wants to preserve it for as long as possible. Engine ground runs are conducted several times a year, and most summers are spent hosting “Fast Taxi” events to showcase the aircraft and raise funds for its preservation. The aircraft systems are powered up and exercised on a regular basis, and parties of visitors can arrange to see them in action.

Photo by Unknown

November 6, 2023 0 comment

History

Last broadcast conducted by an EC-130J PSYOPS aircraft

by Till Daisd November 5, 2023

written by Till Daisd

This was the last transmission made by airmen from the 193rd Special Operations Wing, who fly the EC-130J Commando Solo, the last military radio and TV broadcast in the United States military

A 54-year chapter in the history of the 193rd Special Operations Wing came to an end on September 17 when airmen from the unit, who run the only military radio and TV broadcast platform in the US military, transmitted their final broadcast to spectators of the Community Days Air Show at Lancaster Airport in Lititz, Pennsylvania.

The EC-130J Commando Solo psychological operations (PSYOPS) aircraft mission has helped keep this Air National Guard unit’s aircraft and its Airmen at the forefront of almost every significant US military operation since the Vietnam War, according to Master Sgt. Alexander Farver in the article EC-130J Commando Solo performs the final broadcast. This specially modified aircraft was above the skies of Afghanistan before bombs dropped or troops deployed in the Global War on Terror following the attacks on September 11, 2001, signaling to America’s enemies that the US military was bringing the fight to them.

“Any world event or crisis that our military has responded to in recent history, our 193rd Airmen—and Commando Solo—were likely key components in that response,” said Col. Eric McKissick, 193rd SOW vice commander. “As we prepare to open a new chapter in our history, we thank those who have enabled us to be among the very best wings in the Air National Guard.”

Final-Broadcast-EC-130J — Pilots from the 193rd Special Operations Group fly an EC-130J Commando Solo aircraft during their final training flight in Middletown, Pennsylvania, on Sep. 17, 2022.

This platform for airborne information operations originated in 1968 with the arrival of the EC-121 Coronet Solo, the first aircraft of the 193rd Tactical Electronics Warfare Group (TEWG).

The EC-130E eventually took the place of the original aircraft in the late 1970s, and in 2003 the current aircraft took its place. The EC-130E saw action in numerous conflicts both before and after Operation Eagle Claw, the Iran Hostage Crisis Rescue attempt in 1980. A significant turning point for the 193rd TEWG’s conversion from six EC-130Es from the Vietnam era to six EC-130Js was reached in November 2003 with the first flight of the EC-130J Commando Solo III.

The EC-130 was developed by making numerous changes to the original C-130J, including improved air refueling, self-protection equipment, and navigation systems. The integration of the special mission equipment, which can transmit up to 14 simultaneous broadcasts of the same or different messages on each channel, took up the majority of the engineering investment. In keeping with information technology systems, digital media, such as hard drives, are used for message playback; nevertheless, the aircraft can still accept traditional media formats, such as CD/DVD, etc. Apart from pre-recorded messages, the EC-130J is also capable of live broadcasting.

US Air Force Master Sgt. Aaron Harman, an Electronic Communication Systems operator with the 193rd Special Operations Group, pulls patch cables during the EC-130J Commando Solo aircraft final training flight in Middletown, Pennsylvania, Sep. 17, 2022.

Its contributions to the accomplishment of well-coordinated military information support missions have earned the wing the title of “the most deployed unit in the Air National Guard” throughout its history. Operations Odyssey Dawn/Unified Protector in Libya, Operation Inherent Resolve, Operation Resolute Support/Freedom’s Sentinel, Operation Secure Tomorrow, and Operation Unified Response in Haiti were among these deployments.

The 193rd Special Operations Squadron commander, Lt. Col. Michael Hackman, feels that the mission’s success and legacy lie in winning over adversaries’ hearts and minds and providing crucial information to allies, refugees, and victims in times of crisis—even though this exceptional mission has brought the wing many prestigious accolades.

“This capability has been an essential tool in our nation’s inventory, from the battlefields to assisting hurricane- and earthquake-ravaged nations,” Hackman said. “During this time, thousands of Pennsylvania Air National Guard volunteers fulfilled their call to duty in this unique capacity, leveraging this capability against U.S. adversaries and supporting allies while always fulfilling the unit tenet of ‘Never Seen, Always Heard.’”

The aircraft is remarkable not only for its excellent operational record but also for having flown more than 226,000 hours without an accident.

“Having that many thousands of hours of accident-free flying is a testament to the excellence of our maintainers, to the operators, and anybody who has touched that aircraft. Thank you for leaving that foundation and setting that example that we’re building from,” said Col. Jaime Ramirez, 193rd Special Operations Maintenance Group commander.

According to McKissick, Air Force Special Operations Command chose the 193rd to be the first and only ANG unit to fly the MC-130J Commando II because of the wing’s proficiency in carrying out the Commando Solo mission during the previous two decades. Intruding politically sensitive or hostile territory, the Commando II conducts clandestine, low-visibility, single- or multi-ship, low-level infiltration, exfiltration, and resupply of special operations forces by airdrop or airland, and air refueling missions for special operations helicopters and tiltrotor aircraft.

The EC-130J’s last transmission was made to the ground and played during Lancaster Airport’s Community Days Air Show. Before playing the song “Sleepwalk” by Santo and Johnny, the wing thanked the local community for its support over the previous 54 years.

“Commando Solo, music off” was heard at the end of the transmission.

Photo by U.S. Air National Guard

November 5, 2023 0 comment

History

A Gun-Podded, Stormy Fast FAC F-4E Phantom II from the Vietnam War

by Till Daisd November 4, 2023

written by Till Daisd

During the North Vietnamese Army’s invasions across the DMZ in the spring of 1972, conditions in northern South Vietnam were becoming quite hot. As a result, a somewhat unique mission for one F-4E Phantom was born of opportunity and circumstance, and not a little initiative on one officer’s part

The F-4 was a twin-engine, two-seat tactical fighter intended to perform close air support, air superiority, and interdiction. The aircraft was first created in 1953 by McDonnell Aircraft Corp. for the US Navy. In 1963, it was delivered with modifications made to meet Air Force specifications. In October 1967, the Air Force received the first F-4E. Along with an upgraded engine, cutting-edge slats for enhanced maneuverability, and an extra fuselage fuel tank, this model also features an internal 20mm multi-barrel gun with an enhanced fire control system.

During the North Vietnamese Army’s incursions across the DMZ in the spring of 1972, conditions in northern South Vietnam were becoming quite hot. As a result, a somewhat unique mission for one F-4E Phantom, little known until the painting featured in this post, was born of opportunity and circumstance and not a little initiative on one officer’s part.

Situated in South Vietnam near the DMZ, the 366th Tactical Fighter Wing (TFW) Gunfighters, located in Da Nang, was the last F-4 Wing operating in South Vietnam during this bold enemy onslaught. These factors inspired Gunfighters Director of Operations Colonel J. D. Pewitt to conceive the idea of operating one of the Wings F-4Es as a free-roaming and heavily armed strike-recce aircraft to help stem the fast-moving enemy tide and collect up-to-the-minute feedback on rapidly changing NVA positions and operations.

Based on intelligence on troop movements, ammo storage, POL, riverboat traffic, and other assets in the vicinity of and above the DMZ, this aircraft attacked its targets. Chico flew under the callsign Stormy Fast FAC, one of the then-current F-4 high-speed FACs at Da Nang, because there was no provision in the Rules of Engagement for such a special aircraft operating alone.*

*In 1972, there were three F-4 Fast FAC callsigns associated with the 366 TFW at Da Nang: Stormy and Gunsmoke, the standard high-speed FAC units, and Chico, the subject of Meyers’ painting (there was only one aircraft, the F-4E 68-339, which operated as Chico). The entire North Vietnamese Easter assaults on South Vietnam on three fronts necessitated a drastic overhaul of the conventional FAC operations up to that point.

The enemy was now pouring in the area around the DMZ and the northern sectors of Military Region I, which included Da Nang, with heavy reinforcements, AAA weapons, and SAMs—among which were the brand-new SA-7 heat-seeker and SA-2 radar-guided missile. Because of the enemy’s heavy armament, Fast FACs had to maintain speeds of 400–450 knots IAS at the extremely low altitudes at which they had to operate, or else they would come back with big holes!

The Chico concept was but one 366 TFW innovation at this critical time. Chico praised the Strike Lead strategies that Stormy and Gunsmoke FACs were using. Under Strike Lead, an experienced crew flying a Stormy or Gunsmoke FAC would take off carrying an F-4 that had been bombed, and the two would start hunting. After marking the target with smoke rockets (and occasionally by strafing it with his internal cannon, with the rising dust identifying the target), the FAC, also known as Strike Lead, would move on to another hot spot while his wingman attacked the new target right once.

This gave Chico the freedom to walk around alone under the ROE. “Chico” was the callsign issued by HQ 7AF for two reasons: Initially, it was a recognized FAC callsign (compatible with the FAC persona). Second, since the callsign was no longer in use, controller duties would not be confused with actual FACs. Accordingly, the Chico name alerted airborne FACs that a special F-4 was available.

The F-4 Phantom II could carry twice the typical load of a B-17 bomber from World War II when it was used for air-to-ground missions. Nine external store stations have the capacity to carry weapons and/or external tanks. In 1967, eight 750-pound Mk 117 bombs, four AIM-7E, and four AIM-9B air-to-air missiles were a standard setup for an F-4. Additionally, the aircraft was equipped with one ALQ-87 electronic countermeasures (ECM) pod on the right inboard pylon and two external fuel tanks on the outboard pylons.

An F-4E-37-MC (68-339) from the 421st TFS Black Widows was equipped with SUU-23/A gun pods on the outboard pylons, two Navy Mk 20 Rockeye II Cluster Bombs on each inboard station, one AN/ALQ-71 ECM pod carried in the right front missile bay, two AIM-7 Sparrow radar missiles in the aft wells, and a 600-gallon centerline drop tank after conferring with armament technicians and receiving approval for the special mission from HQ 7AF.

The Marine Corps F-4 contingent deployed in Da Nang made the USN Mk 20 ammo easily available, and it was chosen as the optimal weapon for attacks involving tanks, boats, and ammunition dumps. It also offered more consistent coverage than the standard Air Force Mk 82 Snakeye 500 lb bombs or Napalm canisters for extremely ephemeral targets like trucks and missile transporters. In Vietnam, Chico was probably the only USAF Phantom using Mk 20 Rockeye IIs. Since the late 1960s, the Gunfighters have been equipped with the improved SUU-23/A gun pod, which was designed to replace the SUU-16/A Ram Air Turbine driven pod. The Chico loadout was easily reconfigured so the aircraft could be used for normal daily strike missions.

Col. James D. Pewitt flew this Phantom frequently from April to June 1972. There were only five pilots who flew 68-339 in her Chico configuration: Col. Pewitt; Lt Col Al LaGrou, 366 TFW Stan/Eval Chief; Capt. Jack G. Merrell, Jr., 366 TFW Command Post, and supplier of these five names; Col. George W. Rutter, 366 TFW Wing Commander; and a Brigadier General from Saigon (HQ MACV), who came up to Da Nang for a visit and one Chico mission. In June, the Wing moved to Takhli RTAB, Thailand, and, due to the distances involved, it was no longer practical to operate the relatively short-range/short-notice Chico the Gunfighter.

The aircraft was utilized with devastating success in its intended purpose but remained the only USAF F-4 operated in this configuration and mission. She was truly a special aircraft. The accompanying painting depicts a mission flown on May 21, 1972, in the A Shau River Valley just below the DMZ. Col. Pewitt and his WSO Lt. David “Bubba” Craighead earned their nomination for the Silver Star medal this day for successful repeated gun-strafe attacks on a very heavily armed enemy site, pinning down friendly troops.

The artwork in this post was painted by Wade Meyers.

Photo by U.S. Air Force

November 4, 2023 0 comment

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