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aviation

Tomcats support SOF mission in opening of Iraq war

by Till Daisd September 1, 2023

A first-hand account of F-14 aircrew operations during a critical special ops mission in western Iraq

All three Tomcat units in the NAG (VF-154 having arrived with CVW-5, embarked aboard USS Kitty Hawk (CV-63), in late February 2003) participated heavily in a series of precision strikes on known targets in the “Box” in the final days before OIF began. Republican Guard barracks, HQ and command and control structures, mobile missile launchers, and AAA sites in and around Basra were all struck by CVW-5, the authorized CAS air wing.

Assets from CVW (1-2, -5, and -14, as well as USAF and RAF jets, supported a very essential long-range mission to the H2 and H3 airfields in western Iraq on the night of March 19. The mission also included SOF elements on the ground. The following is a description of the sortie provided by one of the VP-2 RI Os participated in this mission:

‘I was in one of two F-14Ds that launched off CV-64 to support a preplanned operation sent against an airfield in the extreme west of Iraq. By the time it was over, my pilot and I had logged 8.6 hours from launch to crap. Assigned to the mission was a SOF ground element, various TACIR assets, including sections of A-10s rotating throughout the evening, F-15Es, F-14/Ds, AWACS, and dedicated tankers.

‘Our task was to show up after the initial ingress into the area and take over TACAIR asset control in support of the ground element as it headed toward its objective. We started to gain situational awareness of which phase the operation was in as soon as we could get radio contact a few hundred miles out. Having Link-16 JTIDS (Joint Tactical Information Distribution System) was invaluable, as we were receiving datalink to all the other assets in our package without having to use our radio or radar. It sounded like things were going according to plan, and that the assets were getting into position.

‘As we got closer, we heard a VF-154 F-14A divert for unknown reasons. We weren’t certain if the crew had been engaged by ground fire and been hit, or had some other type of failure, but they had an immediate divert problem and left their wingman on station to wait for our relief. We quickly arrived on-station and relieved the lone Tomcat as the FAC(A)s for the operation. He passed a turnover brief as he departed, and we started getting a check in from the other assets in the area.

‘Our plan was to have at least one Tomcat on station to quarterback the operation, while the other one was headed to or from the ranker – located over the border – to refuel. If required, we would pass control to one of the F-15Es if we had both Tomcats off-station. JTIDS was once again invaluable when it came to deconflicting all the assets in our package that were flowing in and out of our Area of Responsibility (AOR) as required, and holding in the same relative area with their lights out. It also allowed us to release the sections on-station when we saw their relief headed inbound without having to constantly query the AWACS as to the status of our support assets. JTIDS provided deconfliction with attacking assets while prosecuting targets on the ground, and most importantly, it let us accurately find the ranker when gas became critical so that we could drive him to us if required.

‘Initially, things went pretty smooth for what seemed to be the first 20 minutes, so we headed to the ranker to top off and left our wingman on station to run the show. The tanker was its own unique type of pain this evening. It was WARP (wing aerial refueling pod) configured, with a boom in the center. That way it could refuel the USAF assets with the boom or stream the baskets from the wingtips for the Navy jets, which probe refueled. As we got to the ranker, we joined up on the left side after it streamed the basket. We had to stay pretty well topped off on gas because we would need a significant amount to get to a divert field should we be hit, suffer mechanical difficulties, or have a problem refueling.

‘Three things soon became readily apparent as we closed on the tanker: 1) we were stuck with manual (unboosted) throttles, so it was like driving a Mack truck without power steering, and therefore very fatiguing on the pilot who was trying to make the minor throttle correction to get in the basket; 2) our probe light, which illuminates the otherwise pitch black basket and lees the pilot sec where he’s putting the refueling probe in the endgame, was not working; and 3) there was a lot of turbulence at the canker’s altitude which was causing the wing rips to bounce up and down like a big lumbering bird. This caused the basket to move up and clown sporadically about four feet at a shot.

‘I stayed on NVGs in the back seat and tried to help talk the pilot into the basket, which was difficult to see without a probe light. Tanking on NVGs was also difficult, as it can seriously distort your depth perception. My pilot got in on the third try, which made us very happy, as the closest divert field was nowhere as close as we wanted it to be.

‘As we headed back to the AOR and switched back to the working frequency, things had obviously moved along to the next phase of operations. Our wingman was controlling the engagement of a AAA piece that had started opening up, and we had A-10s and F-15Es attacking vehicles that were moving in the general direction of the SOF units on the ground. We quickly arrived on-station and received control from our wingman as he headed toward the tanker. We were able to cake out one of the targets pointed out by the ground element ourselves with an LGB before the dust settled a little bit.

‘Now that the initial exchanges had subsided, we gave ourselves about a ten-minute break. The next target that the ground element wanted us to address was located in a revetment about a kilometer away from their present position but between them and their objective. We had soon located and verified the target with the LTS, and were also able to see the ground unit with our NVGs, but we could not see die target visually with the goggles.

‘The release cues from the LTS showed an aim point after we were past the ground element position. The SOF team wanted us to illuminate the target with an infrared (IR) pointer to confirm its position before we dropped our LGB on it since it was close to their position. We told them that we couldn’t visually put the IR pointer on it because we could not see it through NVGs, but that the LTS indicated that it was clear of their position. After making two passes, and asking for clearance to release, which we did not get because the SOF unit did not acquire us until we were past our release solution, we brought in an F-15E which was fitted with a new Litening II pod. We talked the crew onto the target and verified the ground position with them as well.

‘The Litening II-equipped F- 15E has an internal IR pointer (unlike our handheld version, which required us to see the target with NVGs), and they illuminated the target that they had located with their FUR. We saw that the F-15 had the target about 800 meters away from the friendly position, and we passed terminal weapon release control back to the ground element, which in turn authorized the F-15E crew to drop their LGB on their first pass, scoring a direct hit as verified by our LTS. We now headed back to the tanker for round two, as our wingman was on his way back to station.

‘The next duel with the tanker took additional tries to get in the basket and left my pilot with a good cramp in his throttle (left) arm. ‘As we arrived back at the fight to join our wingman, the ground unit had reached its objective and was ready to egress the area, which involved moving across a major “enemy line of communication” – a road. We were tasked with sanitizing the area where the crossing was to occur, searching out any possible resistance. There were a few vehicles moving along the road, but none were presenting a direct threat to the ground element. We then caught sight of a real fast mover on NVGs doing about 80 mph – easily three times the speed of any other traffic observed and headed directly for the ground unit. We passed the information to the ground controller, who instructed us to rake the vehicle out.

‘We rolled in the same direction that the target was heading and tried to lead it with an LGB, but he was seriously moving. The LGB hit about two vehicle lengths short, but the blast forced the driver off the road. We observed four individuals get out of the vehicle once it had stopped, and they ran into a ditch next to the road. The final person leaving the vehicle had a pretty good heat signature on the PLIR, and he appeared to be severely injured based on the way he rolled into a ditch on the roadside. We watched as the group continued to head away from the damaged vehicle and toward the ground unit. Before we could come back around to see how close the group was getting to the crossing site, an F-15E crew “cleaned up” the scene with their own LGB, and this group was no longer a factor. We covered the rest of the egress by the ground unit, directing other fires as required until we proceeded off-station.

‘There was one more trip to the ranker left, and if we topped off, we could make it all the way back to the boa[ at high altitude on a conservative profile. By the time we got back to the tanker, my pilot was dragging. It was early in the morning hours and still pitch black all around. We had been pumped up during the action, and the flight had been fairly fatiguing. The basket was really bouncing and we were low on gas. We made the decision to take the Tomcat down to the lowest possible Fuel state before heading off to the divert airfield (where we could be stuck for days).

‘After many attempts. and a severe forearm cramp from running the manual throttles all night, my pilot just steadied about ten feet behind the basket for about a minute. I asked, “Hey, you know we’ve only got about 400 lbs of gas to play with here before we gotta go?” He replied, ”Yeah, I know, but I’ve got to give it a little break or I’m not gonna make it in”. ‘With 200 lbs to go (enough for another ten seconds of trying to get in), my pilot made one more attempt and successfully plugged into the basket. The fuel gauge touched the bingo number just as it reversed and started showing good flow from the ranker into our ranks!

‘Now we still had the long ride home to end in a Navy-specific event, the night trap. En route, we consumed two mocha flavor power bars and a bag of spicy teriyaki beef jerky—a meal that would not be repeated during the war! Once we were feet wet, my pilot leveled with me and said that he was pretty tired—something that a RIO never wants to hear, but I appreciated the honesty.

‘I implicitly trusted him with my life, and had a little worry about his ability to get aboard, It just may have taken us a few tries. I passed him two Red Bulls to see if they would help. He had one right away, and saved the other for closer-to-die boat – it really did the trick. I don’t remember if it was an OK 3 wire, but we were aboard safely on the first pass.’

The next time VF-2 would launch jets in anger, they would lead the initial assaults on Baghdad at the opening of “Shock and Awe.”

The book US Navy F-14 Tomcat Units of Operation Iraqi Freedom is available to purchase here.

September 1, 2023 0 comment

History

50 years after being struck by a 57mm bullet over Vietnam, the crew of an AC-130A reunited with the “Spectre 17” Gunship

by Till Daisd September 1, 2023

written by Till Daisd

Chandler was falling through a three-foot hole that the 57 mm bullet had made in the weapons control booth of the AC-130A “Spectre 17” in addition to causing structural damage

The “Spectre 17” aircrew as a whole would agree that March 4, 1972, was both their luckiest and unluckiest day.

“I’ve lived most days of my life since then just being happy that I’m alive,” Gary Chandler recalled.

According to Col. Chandler, a retired US Air Force Col., who was an infrared sensor operator on board the AC-130A Spectre Gunship, now known as “Spectre 17” for its call sign, as stated by Airman 1st Class Natalie Fiorilli of the 1st Special Operations Wing Public Affairs in the article From boring to unimaginable: Vietnam-era crew recalls famed Spectre 17 flight, Chandler’s service was during the Vietnam era. The crew was operating a combat mission in support of Operation Commando Hunt, a Vietnam War campaign, and was part of the 16th Special Operations Squadron.

The night of Mar. 4 began as a sluggish night in comparison to past missions they had flown, according to Chandler.

“It went from boring to unimaginable in about a split second,” said Chandler.

The crew observed two powerful flashes that lit up the ground below. Their gunship had been hit by enemy anti-aircraft artillery, seriously damaging the aircraft’s structure.

“I never saw anything like it,” said Lee DeRosa, an electronic warfare officer on board Spectre 17. “It looked like the Fourth of July.”

The cockpit filled with smoke and heat right after the explosion.

“I could barely see the copilot,” noted David Hobgood, aircraft commander of Spectre 17.

The blast also confused the crew members who were in the back of the airplane.

“Out of nowhere, there was this blinding light,” said Chandler. “I thought maybe the whole aircraft had blown up. I had no idea what happened.”

The 57 mm also caused a three-foot hole in the weapons control booth, which Chandler was falling through in addition to other structural damage.

“I opened my eyes just a bit to try and see what was going on, and realized that I was looking at floor level, and I couldn’t quite figure out why,” Chandler said.

Chandler was promptly helped by crew members near the booth, who pulled him from the hole and wrapped his wounds with tourniquets made of adjacent rags and rope. The infrared sensor operator suffered multiple broken bones as well as injuries to his feet and legs. The flight crew would continue to secure themselves after attending to Chandler’s wounds since they were uncertain about the plane’s ability to land. Hobgood recalls making preparations for a crash landing inside the cockpit.

“I was absolutely shocked that the gear came down and held,” Hobgood said, adding that it was a surprisingly smooth and uneventful landing.

AC-130-Spectre-17-Crew — Aircrew from the AC-130A Gunship, call sign “Spectre 17,” assigned to the 16th Special Operations Squadron, pose for a photo next to an AC-130J Ghostrider Mar. 3, 2022, at Hurlburt Field, Florida. On March 4, 1972, Spectre 17 was hit by a 57 mm round as the crew supported Operation Commando Hunt, a campaign of the Vietnam War. To commemorate the 50-year anniversary of the event, the crew reunited to revisit the aircraft and share stories from the famed flight.

Upon arriving at Thailand’s Ubon Royal Thai Air Force Base, injured crew members were sent there for medical assistance. But in the hours and days that followed the tragedy, the majority of the Air Commandos would start flying.

“We all flew,” said Hobgood. “That’s what we did.”

The renowned flight’s 50th anniversary was observed in 2022. According to Alert5, the crew met up again on March 3, 2022, to remember the event by visiting the plane, which is currently on display at Hurlburt Field Memorial Air Park in Hurlburt Field, Florida.

A C-130 converted to a gunship, the AC-130A Spectre is primarily used for nighttime attacks on ground targets. It made use of a variety of sensors, a target acquisition system, as well as infrared and low-light television systems, to increase the effectiveness of its weapons. Since Vietnam, the AC-130 gunship has participated in combat. Gunships are credited with many missions of close air support that saved lives while also destroying more than 10,000 trucks.

The AC-47, the first operational gunship, was followed by the AC-119 and the AC-130A, the latter of which served as the prototype for the current C-130 Hercules gunship.

Photo by: Senior Airman Jonathan Valdes Montijo / U.S. Air Force

September 1, 2023 0 comment

History

The 80th anniversary of the Doolittle Raid commemorated unveiling B-1B Lancer tail decoration

by Till Daisd August 31, 2023

written by Till Daisd

On the nose of the B-1B Lancer, a quotation was added, “In remembrance of the Doolittle Raiders.”

Many base events were held to commemorate the 80th anniversary of the Doolittle Raid, including a heritage flight, the dedication of a JASSM to a nearby museum, a toast, and the unveiling of a tail flash.

The 34th conducted anti-submarine warfare operations in the Pacific Northwest from December 22, 1941, until about March 1942, in the immediate wake of the Pearl Harbor Attack. On February 9, 1942, it was transferred to Lexington County Airport in South Carolina in response to the increased threat posed by German submarines operating off the East Coast. The only B-25s in use at the time belonged to the 17th Bombardment Group.

In December 1941, preparations for a retaliatory bombing strike on Japan got under way. 24 B-25Bs were diverted from the 17th Bombardment Group, and volunteers from all three squadrons (the 34th, 37th, and 95th) were sought out. The crews were only informed that the operation would be highly dangerous and up against great odds. For training, the volunteers relocated to Florida’s Eglin Field. The crews trained taking off in the shortest amount of space feasible without knowing what kind of mission they were preparing for.

After training was complete, seventeen crews moved from Eglin Field to McClellan Field in California for the B-25s’ last set of modifications before transferring to Naval Air Station Alameda, where the bombers were loaded onto the USS Hornet (CV-8) and the members of the Doolittle Raider task force departed on April 2, 1942.

200 volunteers launched the first long-range attack of World War II on April 18, 1942. 80 Raiders and 16 B-25 Bombers took off from the USS Hornet’s deck under the command of Lt. Col. James Doolittle.

“Today is a historic day,” said Col. Joseph Sheffield, 28th Bomb Wing commander. “Today we commemorate the brave and bold Raiders of the past, the dedication and sacrifice of the original Doolittle Raiders.”

The day’s activities began with the unveiling of a Joint Air-to-Surface Missile (JASSM) at the South Dakota Air and Space Museum, according to Staff Sgt. Hannah Malone of the 28th Bomb Wing Public Affairs, who was quoted in the article Ellsworth celebrates the 80th anniversary of the Doolittle Raid. The missile was dedicated in remembrance of the April 14, 2018, mission to Barzah, Syria on the 80th anniversary of the Doolittle Raid. 19 JASSM were employed in this mission as the weapon’s first combat use.

“As threats have evolved, so too has the B-1 mission,” said Sheffield. “However, there are some things that have remained the same for a long time now. For Ellsworth Air Force Base, the Raider heritage courses through the very construct of our mission. Over the past 80 years, we have continued to build and expand upon the same qualities that made them so successful during World War II.”

Becky Thatcher-Keller, the daughter of David J. Thatcher, a founding member of Crew 7 during the Doolittle Raid, delivered a speech during the ceremony. Following her speech, she was given the distinction of making the last toast in front of the 34th and 37th Bomb Squadrons.

The 80th anniversary of the Doolittle Raid was commemorated with new B-1B Lancer tail art, which was unveiled on aircraft 85-0060. The Doolittle Raiders patch, a B-25, and patches from each of the five participating Doolittle Raid Squadrons make up the tail art.

“We are proud to be called Raiders, not because of one event, but more for what it means to be a Raider,” said Master Sergeant Michael Bowser, the 28th Aircraft Maintenance Squadron lead production superintendent. “A heritage aircraft paint scheme is an excellent example of our professionalism, lineage, and at the same time, shows our local community our Air Force branding as Raiders.”

On the B-1B’s nose, a quote was added, “In remembrance of the Doolittle Raiders.”

Photo by: Senior Airman Austin McIntosh and Airman 1st Class Adam Olson / U.S. Air Force

B-1B-Tail-Art — A B-1B Lancer decorated for the 80th anniversary of the Doolittle Raid with the original patches of the four squadrons that participated in the Raid rests on the flightline at Ellsworth Air Force Base, S.D., April 18, 2022. The new tail flash design includes a B-25 Bomber, the Doolittle crest, and five patches from the original Doolittle crews.

August 31, 2023 0 comment

History

The story of Major George E. Preddy, the most successful P-51 Mustang Pilot of all time that was Killed In Action in a Tragic Case of Friendly Fire on Christmas Day 1944

by Till Daisd August 30, 2023

written by Till Daisd

With a final official score of 26.833 aerial victories, Major George E. Preddy remains the most successful P-51 Mustang pilot of all time

The awesome artwork in this post was painted by Wade Meyers (be sure to visit his site to see his beautiful paintings) and shows 25-year-old Major George E. Preddy, Jr. cruising just over the clouds in his CRIPES A’ MIGHTY 3rd, circa late June 1944.

Preddy, a native of Greensboro, North Carolina, first flew in the South Pacific area of operations before returning to the US and eventual assignment to the England-bound 352nd Fighter Group.

Preddy thrived with the “Bluenosers” while flying the P-47 and P-51. While slight of build, his experience, example, and leadership commanded respect from his fellow pilots, including his legendary squadron commander, Lt. Col. John C. Meyer, who later rose to four-star rank as commander of the Strategic Air Command. Meyer, himself a 26-victory WWII ace, said of his friend, “George Preddy was the greatest fighter pilot who ever squinted through a gunsight; he was the complete fighter pilot.”

Major-George-E-Preddy-Jr — Major George E. Preddy Jr. of the 487th Fighter Squadron, 352nd Fighter Group, hold up hands for six enemy aircraft he shot down on 6 August 1944 mission. This was a record number of victories for a single pilot in one mission.

Soon after downing six Bf 109s in one mission on August 6th, an action for which he received the Distinguished Service Cross, George returned to the US for home leave until mid-October. Returning to the Bluenosers, Preddy was hand-picked to assume command of the 328th Fighter Squadron, which had a bit of a morale problem since they were the lowest-scoring squadron in the 352nd and couldn’t seem to find a groove. Preddy didn’t say too much to his new squadron other than a short talk to clarify why there were there: “To shoot down the Hun.” Following his lead, the 328th went on to a record-setting run of victories.

Maj. Preddy was killed in action on Christmas Day 1944 in a tragic case of friendly fire. After shooting down two Bf 109s, Preddy was leading two other Mustangs when they were vectored near Liège, where enemy aircraft had been sighted. While chasing a lone Fw 190D at treetop level at high speed in the Hurtgen Forest area, the Mustangs suddenly appeared over a clearing and immediately received intense ground fire from the quad .50s of at least one of the American mobile anti-aircraft gun emplacements in the area. The Mustangs had been assured that all local units had been notified to stand down so their low-level chase of the German fighter could continue. Unfortunately, due to apparent communications difficulties the word was indeed not spread to all the gun crews, and all three P-51s were hit with heavy and accurate fire.

Preddy’s plane was severely damaged and he immediately channeled sharply up to his left, popped the canopy, and possibly received another accurate burst of ground fire as he pulled up. As the plane rolled inverted and nosed over, Preddy was seen to bail out at just a few hundred feet. Due to the low altitude, injury, equipment malfunction, or some combination of the three, his chute did not open in time.

With a final official score of 26.833 aerial victories (23 1/3 in the Mustang, plus 3 Probables and 4 Damaged, with 5 destroyed on the ground), Preddy remains the most successful P-51 pilot of all time. His decorations include the Distinguished Service Cross (now Air Force Cross), Distinguished Flying Cross with 8 Oak Leaf Clusters (OLC), Silver Star with OLC, Air Medal with 7 OLCs, Purple Heart, and Belgian Croix de Guerre.

August 30, 2023 0 comment

History

The Lockheed A-12 Oxcart was the first stealth aircraft

by Till Daisd August 30, 2023

written by Till Daisd

The A-12 was an early attempt by Lockheed to create a spy plane that could avoid enemy detection and anti-aircraft fire. It was the first “attempt” at a stealth aircraft

The Genesis of Stealth

Clarence “Kelly” Johnson, the top engineer at Lockheed, faced an almost insurmountable challenge. On paper, the specifications for the spy plane that could capture incredibly clear pictures from 70,000 feet seemed like pure fantasy: A Mach-3 aircraft that could outrun missiles by actually flying nonstop for hours on end. An attack plane that could hide from the radar surveillance of its adversaries.

Johnson, however, simply handled all inquiries and informed his hand-selected group of Skunk Works staff members of what needed to be done. He developed the A-12, a high-speed, high-altitude reconnaissance aircraft that was the result of Project Oxcart, a covert military program.

The A-12 was an early attempt by Lockheed to create a spy plane that could avoid enemy detection and anti-aircraft fire. It was the first effort at an airplane that would be “stealthy” due to the outer design that reduced its radar cross-section (RCS). The employment of black paint and little iron balls to further amplify the beginnings of stealth aided to boost the emission of internal heat.

When the A-12 was being designed, titanium was the best option available before the discovery of building materials based on carbon fiber. Titanium was employed in only around 85% of the manufactured A-12, and it was mostly on parts that were subjected to the highest temperatures. Polymer composite materials made up the remaining 15% of the aircraft. In reality, the new composite materials that absorb radar were an enhancement to RCS. They took the place of the fillets and were constructed from iron ferrite and silicon laminate mixed with asbestos to block radar signals and increase the stealthiness of the aircraft.

The “titanium goose,” the A-12 in the image, is the trainer. Looking at the composite materials employed in the airplane, this is the best example I could find. It was essential to fool the radar. This was the true birth of stealth because the CIA’s A-12 had its initial design in 1959. The SR-71 continued in this vein.

The top-secret A-12 “Oxcart” flew for the first time on April 26, 1962, at a Nevada airfield that never existed. The “Article 121” aircraft started to oscillate badly in the air before dissipating into a cloud of dust, which Clarence “Kelly” Johnson, the plane’s designer, called “horrible to watch.”

It was determined that some of the A-12’s equipment was mounted backward after returning to the runway. The mistake was fixed, and the remaining flights were performed without a hitch. The replacement for the U-2, a top-secret CIA aircraft, was capable of Mach 3 flight at altitudes above 80,000 feet (more than 2,000 miles per hour).

Unlike the SR-71, the A-12 Oxcart was a single-seat, super-secret spy plane. It was also considerably more rare. In fact, the SR-71 was created from the A-12.

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

Photo by: U.S. Air Force, CIA, Chris Hunkeler from Carlsbad, California, USA, and Mys 721tx Own work via Wikipedia

August 30, 2023 0 comment

History

Brigadier General Fred Castle, the B-17G Copilot, was killed in the crash of his bomber

by Till Daisd August 28, 2023

written by Till Daisd

Brigadier General Fred Castle was flying as a copilot in the lead B-17G Flying Fortress with the 487th Bomb Group, 1Lt. Robert W. Harriman, and their skilled lead crew of six officers and three enlisted gunners

Christmas Eve 1944 in Europe Due to the arrival of a much-needed high-pressure system, the weather over the northern continent has finally started to clear. After six arduous months of fighting on the continent, the Battle of the Bulge was raging in fiercely contested areas of Luxembourg and Belgium, and allied ground forces were seriously in danger of being entirely encircled. The extraordinary power of the allied air forces launched what ended up being the biggest heavy bomber attack of World War II during the weather break.

The 8th Air Force, stationed in England, launched a strategic “maximum effort” of approximately 2,000 heavy bombers escorted by roughly 900 fighters, while over 1,000 fighters and fighter-bombers from the 9th Air Force continued the bloody low-level war directly supporting US Army forces. They were followed by 800 heavy bombers from the Royal Air Force. The three bombardment divisions of the “Mighty 8th” gave it their all. German fighter airfields and communications hubs in western Germany were their targets, which were crucially important for supporting the ongoing combat further below.

Brigadier General Fred Castle was flying as copilot in the lead B-17G Flying Fortress in this picture with the 487th Bomb Group and 1Lt. Robert W. Harriman and his skilled lead crew of 6 officers and 3 enlisted gunners, as depicted in the amazing artwork in this post painted by Wade Meyers (visit his site to see his beautiful paintings).

Treble Four was given to the bomber in honor of her 44-8444 serial number. 444 was outfitted with the cutting-edge H2X “Mickey” ground-mapping radar in place of her ball turret as an airborne commander and a ‘pathfinder’, Castle’s Fortress carried three navigators, one for each of pilotage (ground reference), dead reckoning, and a specially trained Mickey radar navigator.

Treble Four started to experience issues as it ascended and got closer to the target. The citation for Brig. Gen. Castle’s Medal of Honor reads as follows:

The President of the United States of America, in the name of Congress, takes pride in presenting the Medal of Honor (Posthumously) to

BRIGADIER GENERAL (AIR CORPS) FREDERICK WALKER CASTLE

UNITED STATES ARMY AIR FORCES, for service as set forth in the following CITATION:

“For conspicuous gallantry and intrepidity in action above and beyond the call of duty while serving with the 487th Bombardment Group (H), 4th Bombardment Wing, Eighth Air Force.

He was air commander and leader of more than 2,000 heavy bombers in a strike against German airfields on 24 December 1944. En route to the target, the failure of one engine forced him to relinquish his place at the head of the formation. In order not to endanger friendly troops on the ground below, he refused to jettison his bombs to gain speed and maneuverability. His lagging, unescorted aircraft became the target of numerous enemy fighters which ripped the left wing with cannon shells, set the oxygen system afire, and wounded two members of the crew.

Repeated attacks started fires in two engines, leaving the Flying Fortress in imminent danger of exploding. Realizing the hopelessness of the situation, the bail-out order was given. Without regard for his personal safety, he gallantly remained alone at the controls to afford all other crewmembers an opportunity to escape. Still, another attack exploded gasoline tanks in the right wing, and the bomber plunged earthward, carrying Gen. Castle to his death. His intrepidity and willing sacrifice of his life to save the members of his crew were in keeping with the highest traditions of military service.”

Brigadier-General-Fred-Castle — Brigadier General Fred Castle

/s/

HARRY S. TRUMAN

War Department, General Orders No. 22 (February 28, 1946)

Castle also holds the Purple Heart, the Distinguished Service Cross, the Legion of Merit, four Distinguished Flying Crosses, four Air Medals, and four Distinguished Flying Crosses. On January 17, 1946, Merced Army Air Field was redesignated Castle Field in his honor. The facility became Castle Air Force Base in 1948.. It was closed in 1995.

August 28, 2023 0 comment

History

How the Sukhoi OKB seized control of the Russian aviation industry

by Till Daisd August 27, 2023

written by Till Daisd

The head of the then-Sukhoi OKB convinced the Russian Federation’s President to select his firm’s designs as the country’s principal fighter aircraft during negotiations with post-Soviet Russian President Yeltsin

Having grown up a military brat during the waning days of the First Cold War, naturally, I followed Aircraft development on both sides of the Iron Curtain from an early age. My fascination with flying machines was stoked by associating with Veteran Aviators from World War II, Korea, and Vietnam. Grandpa served in WW1 and 2, Dad in Vietnam, and my first Stepfather Jay LaRue served there at the same time my Dad was “in country.”

As a son of an Army Reserve Officer Dad, and a Marine Aviator Stepfather, I was steeped in Military tradition, and the Soviets were the Bad Guys, as films like Red Dawn clearly showed us all. In the early 80s, the Cold War was in full swing, with a Korean Airlines 747 flight shot down off Sakhalin Island by a Soviet PVO Su-15, and the next generation of Soviet Aircraft were just coming into service.

These new Soviet fighter types were known as the RAM series of Jets because Edwards Air Force Base was the Soviet equivalent of (Ram)anskpye, at Akhtubinsk on Zhukovsky Field outside of Moscow, where they were tested. State Acceptance Trials resulted in a production contract for the Design Bureau whose product was chosen after the many Soviet varieties were put to the test there. The Soviets relied on Design Bureaus, in contrast to the West.

(known as OKB опытное конструкторское бюро or meaning ‘experimental design bureau from wiki) An OKB was not a manufacturer in the traditional sense; rather, it was a group of design engineers who would create a prototype before having it manufactured by the State Owned Factories of the Soviet Military Industrial Complex. Hence, neither the initials MiG nor the combination of (Mi)koyan and (G)uryuvech referred to a specific plant in the Soviet Union. Instead, MiG might be rendered as M&G directly, similar to how Pratt & Whitney is known in the United States. The Sukhoi OKB was the same.

[A list of Soviet/Russian OKBs can be found HERE.]

After the Berlin Wall Fell it came to pass that I was able to have the opportunity to live in Moscow only a few months after the fall of the Soviet Union. Having watched the mass protests against the Communist Party Hardliner Coup against Gorbachev, I was certainly inspired to live in Russia while such historic changes were happening. By the end of December 1991, the Soviet Union was No More, as all 15 former Soviet Republics voted to dissolve what was once the most formidable military power on Earth.

While I was there I was able to experience glimpses from behind the Iron Curtain few Westerners were yet able to see. Though I didn’t get to ride in a MiG, I did see MiG Prices drop to ridiculous lows. MiG-21s were available for a couple of thousand dollars apiece, while MiG-23s were listed on the Minsk Stock Exchange for around $20,000 per airframe. At that time EVERY former Soviet Republic Scrambled in order to acquire military Hardware. What was once a Mighty Air Force was reduced to units stationed on or in various now Independent Republics becoming the newly independent Air Forces of each new nation. Given that Soviet personnel were stationed in territory now controlled by these new governments, it was natural that said personnel would swear allegiance to these new entities. Thus, an Empire Fell and 15 new Air Forces arose out of its ashes.

Naturally, the development of ALL new Soviet Fighter Projects was put on hold, as without funding, even the mightiest Industrial Empire was doomed to failure. While I was there the Russian Mafia hoovered up everything of value, and turf wars between such oligarchs made Moscow a Dangerous Place in the 1990s.

The former Soviet People suffered hyperinflation which saw the dollar trade from 220 to the Ruble when I arrived to more than 1500 by the time I left, and 4500 when I returned for a brief visit in the mid-90s.

The head of the Sukhoi OKB at the time persuaded Russian President Yeltsin to select his company’s designs as the main fighter aircraft of the Russian Federation during negotiations with Yeltsin. Due to the mass erasure of previous MiGs and Sukhois, items no longer required in times of peace can be purchased at fire sale prices. Odd anomalies happened during this time; for example, despite the absence of any aluminum reserves or mines on its territory, Lithuania at one point overtook the United States as the top exporter of aluminum.

The survivors of the economic destruction of the 1990s came together to form the United Aircraft Corporation, which today includes the entire Soviet Aircraft Industry, as the Chaos of the 1990s gave way to the “Stability” of Putin’s Russia. The Sukhoi OKB and relevant factories were able to remain in business thanks to the export sales of Sukhoi 27 series fighter aircraft, which also allowed the firm to establish itself as THE Dominant Russian Design Bureau. Strangely, Sukhoi was able to produce the Su-57, the newest series of Sukhoi Fighter Aircraft, because of this capitalist free enterprise success. The MiG OKB, meanwhile, is merely a wing of the Sukhoi-dominated Russian aerospace industry.

‘There can be only one’, as the Kurgan in the timeless 1980s movie Highlander famously declared. In this instance, a firm that was formerly known just as OKB-51 and is currently recognized by the name Pavel Sukhoi is the dominant power in the Russian Aerospace Industrial Complex.

Check out the Facebook Page of the Pensacola Aerospace Museum for further photos and stories.

Photo by: Andrew Thomas from Shrewsbury, UK, Sukhoi and By English: Aleksandr Markin; Русский: Александр Маркин (Su-27 and Mig-29), via Wikipedia

August 27, 2023 0 comment

Cold War

Ex-USAF F-4 pilot tells how he managed to land his Phantom II safely following the right engine explosion

by Till Daisd August 26, 2023

written by Till Daisd

The fuel flow controller on the F-4 Phantom II had NEVER broken down. It wasn’t mentioned in the flight handbook, the book of emergency procedures, or anywhere else

The McDonnell two-place, twinjet, all-weather F-4 Phantom II, with top speeds exceeding the speed of sound, had its first flight in May 1958 and was initially designed for US Navy fleet defense. It entered service in 1961 and was one of the most versatile fighters ever constructed.

More Western air forces used it than any other plane in the first line. In addition, the F-4 served as the main fighter-bomber for the US Air Force (USAF) in the 1960s and 1970s, and it was still used in the “Wild Weasel” anti-aircraft missile suppression role in the mid-1990s.

‘The F-4 Phantom’s fuel flow controller had NEVER malfunctioned. It wasn’t listed in the book of emergency procedures, the flight manual, or anywhere,’ Charlie Noak, former F-4 Phantom II pilot with the US Air Force, recalls on Quora.

‘Hot August day, 1987. As number three in a flight, I was at full power to join up, coming closer, I started to pull the power back. Then, the full flow control failed to the free flow condition. Before I could pull the right throttle back to shut off the engine, The exhaust gas temperature had climbed above 1,570 degrees, the engine was spinning at 114%. The total time for the right engine to explode was less than three seconds. Huge fireballs out the front and back. Cut through the engine casing, and cut a hydraulic line. Now I had a recognizable emergency; engine out with loss of utility hydraulic system failure coming on steadily. Never turn into a bad engine. I was able to maneuver back to the runway, staying away from all habitations, and head down finally. The hydraulic system completely failed on short, too low to bail out. I landed, straight, fortunately. No drag chute deployment, no brakes, no steering, etc. Fortunately, the runway was 8,000′ long, uphill, and directly into the wind. After the explosion, there was no fire, that was blown out.

‘We came to a stop just even with the de-arm area, The fire truck gave us a nice foamy shower, then towed us clear of the runway. Once the canopies had been manually opened, I dropped my oxygen mask. The humid smell of growing corn had never smelled so sweet.’

Noak concludes;

‘Earlier, I had given my encouragement for my Weapons Systems Officer (WSO) to eject.

‘“What are you going to do, Charlie.”

‘“I have to go land this piece of s**t so we can figure what went wrong, and possibly fix the fleet.”

‘“Okay, I’ll do that too.”

‘Oh dear God look after this naive fool, he has a good heart.

‘“(Are) you coming?”

‘“Oh, I’ll be along in a few minutes, give me time to pull the seat cushion out of my a*s.”’

Photo by: U.S. Air Force / NARA

August 26, 2023 0 comment

Military

How the Warthog’s CCIP Gun/Rockets mode calculates Range and Impact Point without Radar

by Till Daisd August 25, 2023

written by Till Daisd

Without radar, how does the A-10 Warthog’s CCIP gun/rockets mode calculate range and impact point?

A calculation produced by a weapon’s sighting system is known as a Continually Computed Impact Point (CCIP), which is connected to the Continually Computed Release Point (CCRP). It is a predicted point of impact determined by the movement of the launch platform, the movement of the target, gravity, the launch velocity, the drag of the projectile, and other variables that can be entered. The Head Up Display (HUD) typically shows it.

Without a radar, how does the A-10 Warthog’s CCIP gun/rockets mode determine range and impact point?

‘Trigonometry.

‘That’s what’s behind the fancy green magic that helps you put the thing on the thing and push the thing to make stuff go boom,’ explains Lynn Taylor, former A-10 Warthog pilot, on Quora.

‘The pilot enters the target’s elevation into the CCIP system. This is obtained from either looking at the elevation lines on a map (old school) or from tagging the target with a targeting pod (new school) or from a JTAC (phone a friend).

‘The jet then takes aircraft orientation data, specifically altitude (“Opposite” in the above images) and dive angle (“theta” in the above images), and does some math using “sine” to determine the hypotenuse, or slant range to the target. It also does some math using “tangent” to determine the adjacent, or horizontal distance to the target.

‘Note that determining the length of “opposite” doesn’t really care about the elevation below the jet. It only cares about your elevation relative to the target. Your target can be in a valley and the system doesn’t care if you’re flying over a mountain ridge or the ocean when you send your weapon on its merry way.

‘The system also makes some adjustments based on what it knows about the weapon ballistics (rockets, bombs, The Gun, etc.) and how the weapon will be affected by the aircraft’s speed. There are also some adjustments based on the system’s best guess of what the wind is doing between the jet and the ground, extrapolated from whatever wind the jet is experiencing at the moment.

‘That all combines into a handy visual presentation on the heads-up display (HUD) that helps the pilot put the jet in the right place to get the weapons to their intended receiver. The little pipper in the center of the circle indicates where the weapon is expected to impact if you hit the pickle button at that precise moment, assuming the elevation is correct in the system.’

Not an actual A-10 HUD, but a pretty good simulation from the A-10 DCS game. Actual HUD images are usually more grainy.

Taylor concludes;

‘It’s a pretty snazzy system and has proven quite effective over the years.

‘BRRRRRRRTTTTTTTT!!!!’

Photo by: U.S. Air Force, Trig stuff from SkillsYouNeed.com and wiki.hoggitworld.com

August 25, 2023 0 comment

History

As the squadron prepared to switch from the AV-8B to the F-35B, VMA-214 was renamed VMFA-214

by Till Daisd August 24, 2023

written by Till Daisd

VMA-214 was renamed VMFA-214 as part of the switch from the AV-8B Harrier to the F-35B Lightning II

On March 25, 2022, Marine Corps Air Station (MCAS) Yuma, Arizona, held a re-designation ceremony for Marine Attack Squadron (VMA) 214, Marine Aircraft Group 13, 3rd Marine Aircraft Wing (MAW).

According to the article Marine Attack Squadron 214 Transitions to the F-35B by 1st Lt. Zachary Bodner and Lance Cpl. Courtney Robertson, 3rd Marine Aircraft Wing, VMA-214 was renamed Marine Fighter Attack Squadron (VMFA) 214 as part of the transition from the AV-8B Harrier to the F-35B Lightning II. The AV-8B Harrier was replaced by the F-35B Lightning II to give the Marine Corps unrivaled capabilities. The F-35B Lightning II represents an advancement in air superiority by giving Marines the operational mobility and tactical superiority they require to deliver quick and devastating support.

Short takeoff/vertical landing (STOVL) supersonic, radar-evading stealth is now possible for the first time in aviation history thanks to the F-35B. The F-35B is a key facilitator for other forces in the battlespace thanks to its unmatched basing flexibility and sophisticated network-enabled mission systems, which offer unprecedented multimission capability throughout the spectrum of operations. The F-35B redefines the multirole fighter.

Modern security concerns increasingly require a more even allocation of resources and capabilities across a variety of circumstances. The F-35B has the unique flexibility to operate from a variety of ships, roads, and austere facilities close to frontline combat zones thanks to STOVL capability, significantly increasing sortie generation rates. The F-35B’s unparalleled basing, both ashore and afloat, gives more employment options in every situation.

“Having previously served in VMA-214 and flown the AV-8B for many years, the Black Sheep and the Harrier hold a special place in my heart,” said US Marine Corps Maj. Gen. Bradford J. Gering, the commanding general of 3rd Marine Aircraft Wing. “As 3rd MAW says a bittersweet farewell to the Harrier, we are excited to increase our number of F-35B squadrons with the re-designation of VMFA-214.”

On July 1, 1942, VMA-214 was established as Marine Fighter Squadron (VMF) 214 at Oahu, Hawaii, originally flying the F4F Wildcat until switching to the F4U-1 Corsair. Prior to reorganizing as the “Black Sheep” in August 1943, the squadron served two combat tours under the former call sign “Swashbucklers,” under the command of US Marine Corps Major Gregory “Pappy” Boyington.

The new squadron’s namesake was chosen by the Marines of VMF-214 to emphasize the different levels of pilot expertise. The Black Sheep developed their reputation through years of tough battle in World War II, from pilots who had just graduated from flight school to seasoned veterans with numerous combat deployments under their wings. VMF-214 made history by becoming the first Marine fighter squadron to receive the Presidential Unit Citation for exceptional heroism in battle.

The squadron was re-designated VMA-214 on July 9, 1957, as the Black Sheep began operating fixed-wing attack aircraft. The Marines of VMA-214 made a name for themselves in Vietnam as an attack squadron, operating the dependable A-4 Skyhawk out of expeditionary airfields in Chu Lai. Up until 1989, The Black Sheep flew the A-4 before switching to the AV-8B Harrier. The Black Sheep took part in combat missions around the world over the ensuing 30 years, such as Operation Enduring Freedom, Operation Iraqi Freedom, and Operation Restore Hope. The 11th Marine Expeditionary Unit and VMA-214 most recently finished their final AV-8B deployment together, during which they took part in Operation Inherent Resolve.

“The re-designation of VMA-214 to VMFA-214 is the end of a legacy for the Black Sheep and Marine Aircraft Group-13,” said US Marine Corps Lt. Col. Keith Bucklew, the outgoing commander of VMA-214. “This symbolic event finalizes the sundown for Harriers on the West Coast and closes the chapter on 58 years of attack aircraft operations for the Black Sheep.”

U.S. Marine Corps photo by Sgt. Samuel Ruiz

August 24, 2023 0 comment

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