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aviation

A B-52 flight instructor reaches a milestone of 10,000 hours

by Till Daisd April 16, 2023

On March 2, 2017, Lt. Col. Steven R. Smith, a flying instructor with the 93rd Bomb Squadron, surpassed the 10,000-hour milestone in the B-52 Stratofortress

At Barksdale Air Force Base (AFB), a remarkable record has been achieved. Lt. Col. Steven R. Smith, a flying instructor with the 93rd Bomb Squadron (BS), surpassed the 10,000-hour threshold in the B-52 Stratofortress on March 2, 2017.

The ironic part is that, according to Tech. Sgt. Theodore Daigle of the 307th Bomb Wing in his piece A 10,000 Hour Love Affair, Smith’s initial feelings upon learning of his deployment to the B-52 were resentment and wrath.

“I was in the top 10 percent of my class in navigator school and the B-52 was not even on my wish list, so I was really upset,” said Smith. “I remember my advisor trying to tell me I was going to love it, but I didn’t believe him.”

Smith’s feelings for the machine have significantly changed thirty years later, in addition to the fact that he has logged more flight hours in the aircraft than any other pilot now serving in the Air Force.

“It does not mean I’m smarter or better than anyone else here, there are lots of people in this unit smarter than I am,” he said. “It just means I love the B-52. It has been the center point of my whole career.”

But Smith never intended to fly in the BUFF for so many hours (Big Ugly Fat Fucker, as the B-52, is dubbed by its aircrews). In fact, there were speculations going around the bomber community when he reported to his initial duty station that his time flying would be limited.

U.S. Air Force Lt. Col. Steve Smith, 93rd Bomb Squadron flight instructor, fields questions from the media at Barksdale Air Force Base, La., March 3, 2017. Smith just returned from a training mission where he surpassed 10,000 flight hours in the B-52 Stratofortress. During his career, Smith helped train more than 1800 B-52 aircrew members. He was also instrumental in developing a targeting pod for the jet that improved weapon accuracy.

“There was talk about a new bomber coming into the inventory soon, so I thought I would just stick it out until they replaced it,” he said. But, since the change never happened, Smith’s affection for the B-52 grew with each passing year.

“I was on active duty for seven years so I flew quite a bit and it was something I just found myself enjoying,” he said.

Smith joined the Air Force Reserve and was assigned to the 93rd BS after he left active duty. Smith attended as many mission briefings as he could because the unit had a combat mission and a fast operational pace.

“I figured each time I went to a briefing, there would be a 25 percent chance I’d get on the jet,” he said. “Turns out, I got on almost every time.”

“He is the B-52 warrior of warriors”, said Col. James Morriss, III, 307th Bomb Wing vice-commander. “When he is part of the flight crew, you know there is nothing to worry about on that mission.”

Smith’s appointment as the 93rd BS instructor when the squadron turned into a flight training unit did not come as a surprise for this reason.

“His training and mentorship are directly responsible for preparing two generations of B-52 pilots,” pointed out Morriss. “People all around the world owe their capabilities to him.”

Morriss’ opinion was shared by Col. Rob Burgess, commander of the 307th Operations Group.

“His experience and credibility are priceless for the students,” he said. “At 2000 hours, a pilot really has their respect, but at 10,000 hours you are a B-52 legend.”

Smith said he never intended to be an instructor, but is grateful for the duty.
“It has been extremely rewarding, watching the students learn the jet and it has been a great privilege to see them perform so well in combat,” he explained.

His accomplishments go beyond the schoolhouse, though. He has taken to the air in numerous combat missions, some of which he completed while still working as an instructor. He also contributed to the development of the targeting pod, which improves target precision.

Smith stated that maintaining his current pace is becoming increasingly challenging, but he still intends to try.

“I’ve got another two years to go and I’ll probably ask for an extension,” he said. “I’d like to fly another 1,000 hours.”

The 96th Expeditionary Bomb Squadron (EBS) and the 96th Expeditionary Aircraft Maintenance Unit (EAMU) launched their 201st sortie on January 5, 2017, breaking the previous record for the highest B-52H Stratofortress “sortie streak” during a flight supporting Operation Inherent Resolve. It should be noted that this is not the first record set by the B-52 community this year (OIR).

When you consider that the first U.S. Air Force (USAF) B-52H was introduced to the Strategic Air Command (SAC) fleet in May 1961, this accomplishment is quite remarkable.

Photo by Senior Airman Curt Beach, Airman 1st Class Stuart Bright, Tech. Sgt. Ted Daigle / U.S. Air Force

April 16, 2023 0 comment

History

When 4,300 Italian soldiers surrendered to an RAF Swordfish pilot

by Till Daisd April 16, 2023

written by Till Daisd

One of the most incredible events of World War II occurred on June 12, 1943, when an army surrendered to an RAF Swordfish pilot

One of the most amazing events of World War II occurred on June 12, 1943, when an army surrendered to Royal Air Force (RAF) pilot.

As told on The Royal Air Force Museum, London, Facebook Page, Pilot Sydney Cohen, navigator Peter Tait, and gunner Les Wright had taken off from Malta in search of survivors of a German aircraft that had been shot down in the Mediterranean. They found the pilot, dropped emergency packs, radioed his location, and made their way back home.

Pilot Sydney Cohen, navigator Peter Tait, and gunner Les Wright took off from Malta in search of survivors of a German plane that had been shot down in the Mediterranean, according to a post on The Royal Air Force Museum, London, Facebook page. They tracked down the pilot, left their emergency supplies, radioed his location, and then headed back to their house.

Cohen and his crew were piloting a Fairey Swordfish, an open-cockpit biplane torpedo bomber that had a striking resemblance to the aircraft used in World War I. The Fairey Swordfish made its first flight in 1934 and entered full service in 1936. A superb naval aircraft’s fighting career came to an end in 1945 after a total of 2391(2) were constructed. The Swordfish is remembered by pilots as a dependable but unpleasant aircraft. It was used in the Battle of the Atlantic, against Soviet convoys, and across the Mediterranean and Indian Oceans. It was known as the “Stringbag.”

The attack on the Italian Fleet at Taranto harbor on the evening of November 11, 1940, is often regarded as the Swordfish’s greatest success. The balance of naval power in the Mediterranean was altered that evening by 21 Swordfish operating out of HMS Illustrious.

The Fairey Swordfish’s flight instruments began to malfunction on June 12, 1943. The team lost all sense of direction due to poor sight and a malfunctioning compass. They observed an island below, but soon realized it was an Italian island rather than Malta. They were forced to land and take their chances as prisoners of war because their fuel supply was getting low.

They were greeted by Italian officers as soon as they touched down. Curiously, the Italians were the ones who wanted to surrender when Cohen and his men raised their arms in surrender. It must be said that many Allied airstrikes have been made against the island of Lampedusa. The approximately 4,300-man Italian garrison, which was completely cut off from the mainland, requested and was given permission to surrender by the Italian authorities.

They believed Cohen and his two companions had arrived to receive the surrender when they saw the Swordfish fly in. The news immediately spread, earning Cohen the moniker “King of Lampedusa” and making him a hero among the Jewish community of his East End. The narrative was adapted into a Yiddish drama that ran for more than 200 continuous performances in London. The drama was televised on the BBC, and it was also performed in other nations. When Cohen was stationed in Haifa in 1944, there were rumors that he attended a performance of the play.

On August 26, 1946, Cohen’s plane crashed in the Straits of Dover while it was returning home to be demobbed; the wreckage was never located.

Photo by Crown Copyright and The Jews of the RAF website

April 16, 2023 0 comment

Military

Participation by MINOT’s BUFFs in Ex. Green Flag East 17-03

by Till Daisd April 15, 2023

written by Till Daisd

In order to support U.S. CENTCOM Operation Inherent Resolve, Green Flag East 17-03 saw the participation of over 30,000 U.S. Army Soldiers and over 1,000 Airmen

Airmen from the 23rd Bomb Squadron (BS), 5th Aircraft Maintenance Squadron (AMXS), and 5th Operations Support Squadron at Minot Air Force Base (AFB) participated in the exercise Green Flag East 17-03, which took place from January 13 to January 27, 2017, according to Senior Airman J.T. Armstrong, Public Affairs in his article Warbirds participate in Green Flag East 17-03.

In order to use close air support (CAS) and improve communication between air and ground forces, Barksdale AFB and Fort Polk, Louisiana, collaborate in a cooperative simulated combat operation known as Green Flag East. In preparation for U.S. Central Command’s (CENTCOM) Operation Inherent Resolve (OIR), more than 1,000 Airmen and 30,000 U.S. Army Soldiers took part.

“Our role is to execute strikes against pre-planned targets and provide close air support, armed overwatch, convoy escort, and psychological operations in support of U.S. forces,” said Capt. Erik Nelson, 23rd BS b-flight commander. “This exercise allowed us to integrate in real-time with joint assets on the ground in a contested, degraded, and operationally-limited environment.”

The 23rd BS rotated between 11 five-person crews while flying three B-52H Stratofortresses each day. On target sets resembling those they may encounter downrange, they used simulated leaflet bombs, laser-guided munitions, and GPS-guided munitions.

Before taking over day-to-day operations under U.S. CENTCOM, Green Flag East served as the squadron’s validation exercise, according to Lt. Col. Michael Maginness, commander of the 23rd BS.

“We used this exercise for a cradle-to-grave rehearsal,” said Maginness. “We tested our ability to fly continuous area of responsibility coverage over 12 hours with three separate jets.”

Along with the 23rd BS, the exercise included about 350 members of the 23rd Aircraft Maintenance Unit (AMU). They were tasked with maintaining and giving the bomb squadron aircraft that could engage in combat. In a remarkably condensed amount of time, maintainers were trained to launch, recover, and fix aircraft after the flight using the same six aircraft that will be used downrange.

“Short of deploying to an area of responsibility, this is the most realistic combat experience the 23rd AMU will get,” said Senior Master Sgt. Andrew Poole, 5th AMXS lead production superintendent. “They gained valuable quick-turnaround experience in a simulated combat environment.”

In order to support U.S. CENTCOM, the 5th Bomb Wing displayed its capability to “Own It” and project B-52 firepower on command.

“The lessons learned from Green Flag gave us the opportunity to refine training and be ready to strike any target set, anytime, anywhere,” said Maginness.

Photo by Senior Airman J.T. Armstrong / U.S. Air Force

April 15, 2023 0 comment

History

The F-16 #89-114, which responded to the 9/11 terrorist attacks, in a group photo

by Till Daisd April 15, 2023

written by Till Daisd

As part of its 20th-anniversary commemoration efforts for 9/11, the Eastern Air Defense Sector arranged for a unit photograph to be taken at the nearby Griffiss International Airport on June 9, 2021

As part of its 20th-anniversary commemoration activities, the Eastern Air Defense Sector (EADS) took a group image to be shot on June 9, 2021, at the nearby Griffiss International Airport.

When two F-16s from the Ohio Air National Guard’s 180th Fighter Wing, in central New York for a training flight, became available to serve as a backdrop for the photograph, they provided some firepower.

According to Timothy Jones of the New York National Guard, who was quoted in the story EADS snaps a group photo with an F-16 that responded to 9/11 terror attacks, it is a fitting coincidence that one of the F-16s had responded to the terrorist attacks on September 11, 2001. On that particular day, the planes were controlled and guided by EADS, one of the first armed forces to respond to the attacks.

“This is the first ‘EADS-all’ photograph we’ve ever done,” said EADS Commander Col. Paul M. Bishop, who has served at the unit for 30 years. “Getting more than 150 New York Air National Guardsmen, Canadian Forces members, and civilians together made the photo memorable, but including an aircraft that responded on 9/11 made it a historic keepsake.”

“My uncle was the crew chief for this plane, tail number 89-114, on Sept. 11, so I knew its background,” said 1st Lt. Todd Copic, the aircraft’s pilot from the 180th Fighter Wing’s 112th Fighter Squadron. “When we learned that the photo was part of EADS 9/11 commemoration, I verified the aircraft’s history as soon I could.”

Uncle of Lt. Copic, Senior Master Sgt. Terry Copic claimed to have been preparing an F-16 for a normal flight on September 11, 2001.

Copic claimed, “The pilot and I went through the launch procedures and I had started to marshal the aircraft out when a co-worker pulled up and announced that an aircraft had hit the World Trade Center.”

“My plane powered up and taxied out to the end-of-runway, where it turned around and came back. The sortie was canceled. All flights in the United States were grounded, the pilot told me and the pilot went to get more information,” Copic added.

Copic moved to the maintenance hangar after fueling 114. Everyone was gathered around the Maintenance Group Commander when he entered. He only heard those words, “That’s what we know, let’s get to work,” he recalled.

As airmen raced outside in the direction of the flight line, Copic was grabbed. “Let’s go, they need your jet,” they told him.

“I rushed back to 114, where weapons troops were pushing out Universal Ammunition Loading Systems (UALs) to load the guns with inert bullets – the only weapons we had on 9/11,” Copic said. “They pushed the UAL to aircraft 90-0700, just across from mine, and a pilot ran past me to that jet.”

Copic recalled that the crew leader halted him because the plane was damaged and impossible to fly. Only two flyable, entirely mission-capable jets were on the ramp, according to Copic.

“One was my jet. The other was being loaded right next to mine,” he said. “I rushed over to the broken jet and told everyone my aircraft was ready to go. I just needed the bullets. “

Weapons started loading after we pushed the UAL to 114. I inquired as to the situation as the pilot was getting ready to take off. He claimed that a hijacked jet was traveling in our direction. We were pursuing it.

Copic secured the pilot after loading. “I have to get in the air now,” the pilot told him.

The pilot was pursuing what they later learned to be United Airlines Flight 93 within a few minutes, according to Copic.

“I didn’t see the pilot again until about 1900 that night. He hadn’t made it to Flight 93, but he had intercepted several small planes that weren’t aware that every aircraft in the country had been ordered to land,” Copic recalled.

“Flying this plane here wasn’t intentional,” Lt. Copic added, “but it was certainly appropriate.”

Photo by Airman 1st Class Tiffany Scofield / U.S. Air National Guard

April 15, 2023 0 comment

Military

The last C-130 Hercules airlifters bid farewell to the Alaska Air National Guard

by Till Daisd April 14, 2023

written by Till Daisd

The eight “legacy” C-130H Hercules aircraft and the tactical airlift role were both removed from the Alaska Air National Guard by the Presidential Budget

A small group of observers and well-wishers watched as the Alaska Air National Guard’s C-130H Hercules turboprops faded into the horizon on the sunny, frosty morning of March 5, 2017.

A major shift has occurred at the wing, one of the biggest and busiest Air Guard wings in the country, with the divestment of the final C-130 from the 144th Airlift Squadron. Since 1957, the core of its numerous operations has been its tactical airlift aircraft, initially C-47 Skytrains and then C-123 Providers. The first C-130s, the “E” models, debuted in 1976, and the modified “H” models followed seven years later. These blunt-nosed turboprops have been common sights in Alaskan skies for more than 40 years, because of their tough construction and usefulness for short-airfield operations.

The Alaska Air National Guard has now lost access to its eight “legacy” C-130H Hercules aircraft and the tactical airlift mission as a result of changes to the USAF’s organizational structure that were included in the 2017 Presidential Budget. As a result, each of these aircraft has either been retired from service or transferred to another state Guard unit.

“With over four decades of incredible service, today’s C-130 departures mark a significant milestone for the 176th Wing,” said Col. Steve deMilliano, commander of the 176th Wing. “Their aircrews and maintainers have served with honor and distinction. This 70th Anniversary year for the United States Air Force highlights that aircraft and missions will eventually change, and our Airmen are constantly ensuring mission success. Despite any bittersweet feelings we may have with the final two C-130H aircraft departing today, we’re excited to see our dedicated airmen embracing the opportunities of the future to begin writing yet another successful chapter in our Wing’s proud history. Our nation and state know they can count on us being ready whenever called upon.”

Current and former crews and maintainers had the chance to reminisce and look over the two remaining C-130s of the wing at a ceremony and BBQ on March 4. They all lauded the renowned adaptability of the airframe.

“I’ve been all the way down to Montevideo, Uruguay, and Cape Town, South Africa,” said Chief Master Sgt. (ret.) Robert Paulson, a former C-130 crew chief attended the event. “It [the C-130] did so many things – anything to support the goals of our country.”

The 176th Wing remains one of the most operationally engaged Air Guard organizations despite the divestiture of the C-130s and their tactical airlift mission. Its missions include inter-agency rescue coordination, U.S. airspace monitoring and defense, and a full complement of agile combat support. It also includes the rescue triad, which consists of HH-60 Pavehawk Helicopters, HC-130 J-models, and Guardian Angel pararescuemen.

Since 2007, these operations have also included a strategic airlift, which is carried out by the wing’s 249th Airlift Squadron in cooperation with the 517th Airlift Squadron of the Air Force. (A “classic association” is a relationship in which Airmen from the active component and the Air National Guard collaborate as equal partners in carrying out the mission, but the active-duty Air Force owns the aircraft.) The 249th will take over control of the airframes as this organization transitions to an “active” association.

The 176th Wing and squadron leaders recognize that new opportunities are presented by mission adjustments.

“We know that the future depends on continuing to change and adapt,” commented 144th Commander Lt. Col. Michael Cummings.

Story by Major John Callahan / Alaska Air National Guard; Photo by Staff Sgt. Edward Eagerton / U.S. Air National Guard

April 14, 2023 0 comment

Cold War

When a T-38 trainer helped an SR-71 whose nose was coming off

by Till Daisd April 14, 2023

written by Till Daisd

“Talking to Lockheed engineers later, they determined there was a good possibility if we had gone supersonic, the entire nose section might have imploded from the supersonic shock wave,” Col. Richard H. Graham, former SR-71 Blackbird pilot

Before beginning SR-71 training, the first task was to undergo a checkout in the T-38 Talon aircraft, which serves as a companion trainer for SR-71 crew members. The T-38’s “pace chase” formation flight with the SR-71 was another duty for the aircraft. The T-38 was the perfect aircraft to handle the task whenever the SR-71 needed to be externally inspected because of a problem. A T-38 with a qualified “pace chase” crew member had to be in the air or “cocked” on the ground whenever an SR-71 was flying over Beale.

“On one occasion I needed the ‘pace chase’ aircraft to look me over,” explains 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. “It was right after takeoff, when my RSO, Don Emmons, and I heard a loud “bang” coming from somewhere in front of the rudder pedals. I was approaching our climb out at the speed of 400 knots and thought I might have hit a bird. Looking out over the nose, I noticed a large piece of the nose section beneath the aircraft had blown open, still attached, but flapping in the air stream. I couldn’t tell the full extent of the damage because the piece was underneath the nose and all I could see was one end of it flapping about. Joe Kinego, another SR-71 crew member, remembered the ‘funny (then scary)’ radio call Don made back to Beale informing everyone of our problem: ‘The nose is coming off!’ That radio call got everyone’s attention!”

The nose is coming off! How a T-38 trainer helped a SR-71 that was losing her nose section in flight to RTB — SR-71 Nose Section

The advanced synthetic aperture radar system (ASARS), an optical bar camera (OBC), or a ballast could all be fitted aboard the SR-71 thanks to its nose section. There were faun-massive fasteners holding the nose part in place.

Graham goes on to say:

“The T-38 chase aircraft joined-up information and told us the extent of our damage as we returned to Beale. It was comforting to know everything else was intact. A one-by-two-foot metal section of the nose had ripped open while still attached underneath. I always felt fortunate that it happened during daylight. Had it been at night, I’m positive I wouldn’t have been able to see the loose panel and might have discounted the possibility of anything being wrong and continued the mission… you just never know.

“Talking to Lockheed engineers later, they determined there was a good possibility if we had gone supersonic, the entire nose section (which is removable) might have imploded from the supersonic shock wave. That scenario would have probably necessitated an ejection for both of us!”

Photo by U.S. Air Force

April 14, 2023 0 comment

Military

Video released by U.S. Navy of a Russian SU-24 Fencer attack aircraft buzzing the USS Porter

by Till Daisd April 13, 2023

written by Till Daisd

Three Su-24 Fencer attack aircraft and one Il-38 May maritime patrol aircraft were involved in the incident

On February 10, 2017, several Russian military aircraft buzzed the U.S. Navy destroyer, USS Porter, in the Black Sea. Three Su-24 Fencer attack aircraft and an Il-38 May maritime patrol aircraft engaged in the incident, according to Captain Danny Hernandez, a spokesman for the U.S. European Command.

The three Fencers were seen swarming USS Porter in the video posted in this article, which was made public by the US Navy on March 2, 2017. Notably, at a height of 300 feet, one of the Su-24s flew within 200 yards of the Porter.

While the Russian Ministry of Defense denied that such interactions occurred, the Pentagon described the instances as “unsafe and unprofessional.”

However, incidents like this involving Russian military aircraft and U.S. Navy ships are becoming more frequent. For example, on April 11, 2016, two Su-24s made simulated attack passes so close to the American guided-missile destroyer USS Donald Cook in the Baltic Sea that they left a wake in the water.

Photo by U.S. Navy

April 13, 2023 0 comment

Cold War

RAF didn’t become the only F-117 Nighthawk Stealth fighter foreign operator

by Till Daisd April 13, 2023

written by Till Daisd

The “Project Moonflower” program intended to sell the F-117 stealth fighter to the United Kingdom when it was still a top-secret aircraft

According to recently declassified documents made available by the British National Archives, Ronald Reagan, the president of the United States, had given Margaret Thatcher the opportunity to work on advanced military projects throughout the 1980s. Among them were the Lockheed F-117A Nighthawk stealth fighter and the Space Transportation System (STS), as the Space Shuttle program was formally known.

Thatcher concurred that the Space Shuttle program was more cost-effective for Britain than the European Ariane expendable launch vehicle, according to Theguardian.com. As the shuttle launch cost £58 million, which was £23 million less than Ariane, the British Ministry of Defence (MoD) actually planned to launch two Skynet 4 military satellites to provide communications throughout Europe and the Atlantic.

The Challenger disaster, along with a letter from the French prime minister asking Thatcher to rethink her choice, worked against the Space Shuttle program. Furthermore, according to Theguardian.com, Ronald Reagan sought to transfer highly sensible U.S. military technology to the United Kingdom in 1986.

Thatcher “met privately” with Casapar (Cap) Weinberger, the then-U.S. defense secretary, to discuss this peculiar idea. Thatcher then sent a top-secret personal communication to the U.S. President, on which someone had faintly written “Stealth” where she stated: “Dear Ron, I was immensely impressed by your splendid achievement: three cheers for America! I was also very touched by the generosity of the offer of participation which [Cap] brought. It brings home once again who our real friends are.”

The “Project Moonflower” initiative, which was still classified, attempted to sell the F-117 to the UK.

The Lockheed F-117A was created in response to a request from the United States Air Force (USAF) for an aircraft that could attack valuable targets without being seen by enemy radar. By the 1970s, engineers were able to create an airplane with radar-evading or “stealth” characteristics because of new materials and techniques.

The end result was the F-117A, the first stealth aircraft in use in the world, which made its maiden flight on June 18, 1981.

The MoD ultimately turned down the opportunity to purchase the Nighthawk to outfit Royal Air Force (RAF) Squadrons since the F-117 was still a black program. In fact, the MoD wrote to Charles Powell, the prime minister’s foreign affairs advisor, in December 1986, informing him that “Mr. Weinberger has offered us a chance to purchase the current US aircraft but we have replied that we would not wish to actually buy hardware while the program remains strictly black [secret].”

Photo by Senior Master Sgt. Kim Frey / U.S. Air Force

April 13, 2023 0 comment

Civil

A beautiful video of the Concorde Mach 2 airliner’s first flight

by Till Daisd April 12, 2023

written by Till Daisd

Regular transatlantic flights on Concorde took half as long as those on other aircraft

The video below, which was recorded on March 2, 1969, shows Concorde 001 making its successful takeoff from Toulouse, France.

The supersonic passenger jet Aérospatiale/BAC Concorde was a joint British-French project. With seats for 92 to 128 passengers, it had a top speed of Mach 2.04 (1,354 mph or 2,180 km/h at cruise altitude, more than twice the speed of sound). The plane went into service in 1976 and flew for a further 27 years.

Twenty Concorde samples, including six prototypes and development aircraft, were created as part of the combined development and production effort between Aérospatiale and the British Aircraft Corporation (BAC) in accordance with an Anglo-French pact.

Only two airlines, Air France and British Airways owned and operated Concorde.

Regular transatlantic flights were made by the supersonic airliner from the airports in London’s Heathrow and Paris’ Charles de Gaulle to the airports in New York City’s John F. Kennedy International Airport, Washington Dulles International Airport, and Barbados’ Grantley Adams International Airport; these flights were completed in less time than it took other aircraft to complete.

After the disaster of Air France Flight 4590 on July 25, 2000, in which all of the passengers and crew perished, the aircraft was eventually decommissioned in 2003. Aérospatiale and BAC’s successor business, Airbus, stopped providing maintenance assistance for Concorde in 2001, which also played a role in the overall decline of the commercial aviation sector.

April 12, 2023 0 comment

Cold War

RA-5C Vigilante doing successful barricade arrestment aboard USS Constellation

by Till Daisd April 12, 2023

written by Till Daisd

On a combat flight over Vietnam, an antiaircraft fire hit the RA-5C and caused damage

The striking photo in this post, which was taken on August 18, 1968, depicts a RA-5C Vigilante of Reconnaissance Attack (Heavy) Squadron 5 (RVAH-5) damaged into a barricade on the flight deck of the carrier USS Constellation (CVA 64) after being hit by antiaircraft fire during a combat mission over Vietnam.

RVAH-5 served on the following carriers during the Vietnam War, completing five deployments in the Western Pacific (WESTPAC) and Vietnam and two deployments in the Atlantic and Mediterranean (LANT/MED):

Aug. 5, 1964 – May 6, 1965, USS Ranger, WESTPAC and Vietnam
Nov. 30, 1965 – Jul. 10, 1966, USS America, LANT/MED
Jan. 10 – 20 Sep. 1967, USS America, LANT/MED
May 29, 1968 – January 31, 1969: USS Constellation, WESTPAC, and Vietnam (RA-5C BuNo 149293 was lost in action on November 25, 1968. The pilot, CDR Ernest Stamm, made a successful ejection, was captured, and passed away as a POW in North Vietnam on January 16, 1969. He was posthumously promoted to CAPT, and his remains were brought back to the United States in March 1974. LTJG Richard Thum, the navigator, was killed in the shootdown, and his remains were brought back to the United States in September 1977.)
Oct. 14 1969 – Jun. 1 1970, USS Ranger, WESTPAC and Vietnam
Jun. 11, 1971 – Feb. 12, 1972, USS Enterprise, WESTPAC, and Vietnam
Nov. 16, 1972 – Jun. 23, 1973, USS Ranger, WESTPAC and Vietnam

North Americans created the carrier-based supersonic bomber known as the A-5 Vigilante for the U.S. Navy. It only had a relatively brief stint doing nuclear strikes (replacing the Douglas A-3 Skywarrior). However, it was extensively used in the Vietnam War in the tactical strike reconnaissance role as the RA-5C.

Risky medium-level reconnaissance missions began to be conducted in August 1964.

Despite the Vigilante’s speed and agility, 18 of these aircraft were destroyed in battle during the Vietnam War: 14 by anti-aircraft fire, three by surface-to-air missiles, and one by a MiG-21. As attrition replacements, 36 further RA-5C aircraft were manufactured from 1968 to 1970 in part as a result of these combat losses. These planes were very different from earlier RA-5Cs. These were worthy of being dubbed RA-5Ds thanks to improved engines, Leading Edge Extensions over the intakes, changed intake geometry, and other upgrades, but the existing moniker was kept. Since the BuNo. for this most recent batch of Vigilantes begins with the number 156, they are known as the 156 Series aircraft (some earlier RA-5Cs were rebuilt to the same standard so there are exceptions).

Photo by U.S. Navy

April 12, 2023 0 comment

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