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aviation

How Ukrainian mercenary pilots fought against separatists

by Till Daisd March 25, 2023

Foreign-piloted Mi-24V helicopters turned out to be the most crucial air asset in use during combat

Fighting continued throughout the former socialist countries of the Balkans after the conflict in Kosovo, which was resolved in the summer of 1999 after several days of airstrikes on Yugoslavia. Unlike the other federal republics, fighting began in the former Yugoslav Republic of Macedonia (now known as Northern Macedonia) in January 2001, leaving the previous socialist federacy without a conflict. The Macedonian army and special police conducted a ground operation against Albanian separatists operating in the north of the country, but the air force also participated to a lesser level.

When Macedonia declared its independence from the Yugoslav federation in 1992, its air force—then known as the Air and Anti-Aircraft Forces—had just a weak fleet. When war broke out in Yugoslavia in 1991, the 354th Reconnaissance Squadron and the 241st and 247th Fighter-Bomber Squadrons, equipped with J-21 Jastreb and J-22 Orao ground attack aircraft, respectively, were housed by the Yugoslav Air Force in Skopje, the capital of North Macedonia (Skanska Petro vac and Kraljevo airports).

Throughout the years 1991 and 1992, the entire brigade was operationally withdrawn from Macedonia. Organizationally, the Macedonian Air Force was founded in June of that year and received just one Utva-66 training aircraft with four seats and four Utva-75 A21 aircraft with two seats from its inventory.

These aircraft were originally owned by the Macedonian Air Union, not the Yugoslav Air Force, which gave them to the newly established Army Air Force for training. Due to the hostilities in Croatia and Bosnia and Herzegovina, North Macedonia had difficulty arming and increasing its military aviation inventory. UN Resolution 713, which was approved in September 1991, imposed an arms embargo on all countries of the former Yugoslavia (including later independent Macedonia). Macedonia said the embargo was unfair because it was the only nation to peacefully secede from the federation.

The government purchased four Antonov An-2 transport biplanes from Ukraine despite the embargo, but because of the international sanctions, they were nonetheless registered as civil aircraft. 1995 saw the acquisition of four Zlin 242L training planes from the Czech Republic.

After being relieved from the embargo in 1996, Macedonia’s air force bought its first new aircraft—four Mi-17 helicopters—from Ukraine. The L-39MS Albatross used F-5 fighter planes from Turkey, used MiG-21bis fighter jets, and Mi-24D attack helicopters from Bulgaria, as well as used Bo-105M helicopters from Germany, which were other potential aircraft for the planned upgrade of the Macedonian Air Force. All of these plans were unsuccessful.

Mi-24K of North Macedonia’s Air Force. The helicopter still has the original Ukrainian camouflage with the Macedonian markings, as during its usage in the 2001’s conflict.

Broke out of the conflict

Since the early 1990s, unrest has risen in the adjacent region of Kosovo. The Albanian population established the paramilitary organization Kosovo Liberation Army in an effort to wage a full-fighting war against the Yugoslav army. This conflict started in 1998.

The Macedonian Air Force Command made the tactical decision to relocate the aircraft deeper into the country in order to prevent it from becoming a potential target for local Albanian groups because a sizable Albanian population was also present in northern Macedonia. The Macedonian Air Force frequently performed reconnaissance flights over the Yugoslav province’s border during the Kosovo War in mountainous regions close to Kumanovo and Tetovo, just a few miles from the capital Skopje, where, according to the 1994 Census, 22,9% of the Albanian population resided.

By delivering food, water, and medical supplies to the refugee camps, the Mi-17 aircraft of the Macedonian Air Force assisted refugees from Kosovo traveling to Macedonia. The Macedonian Air Force did not record any serious incidents, with the exception of one of the Zlin Z242Ls from the Air Force that crashed on April 7, 1999, close to the village of Radoviš.

The Kosovo Liberation Army was disbanded after the Yugoslav army withdrew from Kosovo and KFOR troops took over the country. The Liberation Army of Prešev, Medvedjo, and Bujanovac was founded in the south of Serbia, and the Macedonian National Liberation Army was established in the north. However, its former members founded parallel organizations. Beginning in 2000, it only ever carried out relatively minor assaults on border posts and police stations to the north of Skopje.

The level of conflict peaked in March 2001, when the army and the air force were fully mobilized to combat the terrorist organization. The US Air Force employed MQ-1 Predator drones from the 11th Reconnaissance Squadron in Skopje, which were later replaced by Israeli RQ-5 Hunters from the Task Force Hunter, to monitor the chaotic area because it lacked its own observation aircraft. The survey of the Luna X-2000 was assisted by the German army.

The Macedonian Air Force received two Mi-24V helicopters and four Mi-8MT helicopters from Ukraine as part of a program to modernize its fleet. The Mi-8MT helicopters had previously been used by KFOR in Kosovo. Ukraine provided Macedonia with four additional Mi-24 helicopters in 2001 (two in April and two in September) as well as four Su-25 aircraft (three Su-25Ks and one Su-25UB), the first combat aircraft to enter Macedonian Air Force service. With the arrival of Mi-24Ks meant for artillery guidance and reconnaissance in December of that year, deliveries from Ukraine were completed.

In 2001, Greece shipped two UH-1H helicopters. A Britten-Norman BN2T-4S Defender reconnaissance aircraft from an unspecified country, six J-21 Jastreb fighters from Serbia, six MiG-29 fighters from Ukraine, two Kamov Ka-50 helicopters from Russia, or even an unspecified number of F-16C/Ds from Turkey. The Macedonian Ministry of Defense, however, denied these claims.

The support provided to government troops during their counteroffensive north of Tetovo on Mar. 25 was one of the Macedonian Air Force’s first combat missions. The army deployed the Mi-17 and Mi-8MT helicopters during the counteroffensive to move infantry units more quickly. No helicopters were lost despite the fact that Albanian separatists had a large number of FIM-92 Stinger and Strela-2M anti-aircraft mobile weapons at their disposal. On March 17, one Mi-17 was lost after the rear rotor blades crashed with the flagpole during takeoff from the Popova Šapka ski resort.

Air war over North Macedonia – how Ukrainian mercenary pilots fought against separatists — All three Su-25Ks of the Air Force of North Macedonia.

Macedonian Su-25s in a fight

During a short period of time, the Macedonian Air Force employed its only jet aircraft. In June 2001, Macedonia received four Su-25s from Ukraine (three Su-25Ks and one Su-25UB, originally owned by the Belarusian Air Force). The “Frogfoots” were flown by Ukrainian mercenary pilots since the service lacked trained pilots. On June 23, the Sukhois undertook a reconnaissance flight over the village of Aračinovo, which is close to Skopje, where severe combat was occurring. From the Petrovec air base, Sukhois took off. Later, while serving with the Macedonian Air Force, Su-25s flew just one combat flight. Separatists in Albania were successful in taking a T-55 tank from the Macedonian military in August.

On August 12, three Sukhois conducted a combat flight to try and destroy it. The machines attempted to strike the tank with unguided 57 mm missiles, but they were unsuccessful, according to the data that was available. The Frogfoots had engaged in a number of additional reconnaissance operations by the conclusion of the conflict in November 2001, most of which they carried out with Mi-24 helicopters, but no direct combat activity. The Su-25s were added to the 101st Squadron’s arsenal following the conflict, where they operated until 2003. Due to a shortage of pilots and spare components for the aircraft, the Frogfoots’ brief operation as the only jet fighters in the nation’s air force came to an end.

Macedonian Mi-24s in a fight

The Mi-24s provided to Macedonia were identical to the Mi-8MT, Mi-17, and Su-25 aircraft delivered from Ukraine. Twelve Mi-24s (variant Mi-24D and Mi-24V) were sent to Croatia in 1993 and 1994, hence the fighting in Macedonia was not the first for the Ukrainian Mi-24. Due mainly to the ongoing UN embargo, the equipment was shipped as rescue helicopters, and soon after their arrival in Croatia, the equipment was mounted on the choppers. During Operation Storm in August 1995, Croatian Mi-24s took part in the battle against local Serbian separatists.

When Yugoslavia started to take a less active role in the Kosovo conflict in 1998, several Mi-24Vs that were initially Ukrainian were also delivered to that nation. They only briefly served in the Yugoslav Air Force following the conflict. On March 23, 2001, Macedonia received its first supply of Mi-24 aircraft.

As in the case of the Su-25, the Macedonian Air Force’s “Hinds” were first flown by hired pilots from the post-Soviet republics because there were only two crews qualified to fly the Mi-24. On April 2, a combat flight against the positions of Albanian separatists north of Tetovo served as the Mi-24’s first combat operation. The employment of Macedonian Mi-24s in the conflict in the summer of 2001 was so intense, according to the sources that are available, that they purportedly destroyed all 57 mm missiles that were in the country.

During the conflict, Macedonian Hinds also employed roughly 40 Shturm-V anti-tank missiles, occasionally during night attacks. The Mi-24 also dropped four 250 kg bombs during the fighting for the village of Arainovo, which started on June 21 at 4:30 in the morning. Hinds crews frequently used flares during attacks on ground targets to stop Albanian militants from taking down helicopters with multiple MANPADS. Versions K and V of the Mi-24 joined the 201st Anti-Armor Helicopter Squadron after the conflict. The Mi-24K helicopters were eventually decommissioned, and currently, the Macedonian Air Force is equipped with four Mi-24V helicopters that Israeli company Elbit refurbished.

The dissolution of the Albanian separatist forces was a result of the end of the hostilities in northern Macedonia in November 2001. The only Mi-17 helicopter lost by the Macedonian Air Force during the conflict’s nearly one-year duration was not actively involved in the battle. Unknown is the precise number of flights made by the Macedonian Air Force throughout the conflict. Nonetheless, in a relatively short period of time, the air force of North Macedonia was able to successfully support ground troops in their conflict with nearby Albanian separatists. Foreign-piloted Mi-24V helicopters turned out to be the most crucial air asset in use during the war.

Due to logistical reasons, the Su-25K and Su-25UB attack aircraft were only ever employed once to directly strike ground targets. Smaller skirmishes with the Albanian minority also occurred in Northern Macedonia in 2015, but thankfully they were not as severe as they were in 2001 and the air force did not have to be involved.

Sources

Alexander Mladenov: Mil Mi-24 Hind Gunship. Osprey Publishing, 2010.

Alexander Mladenov: Su-25 Frogfoot Units in Combat. Osprey Publishing, 2015.

Alexander Mladenov: Sukhoi Su-25 Frogfoot. Osprey Publishing, 2013.

Photo by Mi-24K and Su-25Ks Rob Schleiffert via Flickr and Skopski Petrovac, Own work via Wikipedia

March 25, 2023 0 comment

Military

The Prowler flies toward sundown as USMC EA-6Bs celebrate their 40th anniversary

by Till Daisd March 24, 2023

written by Till Daisd

Since 1977, the EA-6B Prowler has provided support to the US Marine Corps and coalition forces across the world

A 1977 newspaper headline read “‘Can do easy’ Marines get their first EA-6B,” according to Cpl. Jason Jimenez, Marine Corps Air Station Cherry Point, in his article MAG-14 Prowlers fly toward sundown, legacy intact through 40th anniversary, highlighting Marine Electronic Warfare Squadron (VMAQ) 2 as the first VMAQ in Marine Aircraft Group 14’s history to receive an EA-6B Prowler.

The Prowler’s 40th anniversary of active service in MAG-14, 2nd Marine Aircraft Wing, can only be described as a bittersweet acknowledgment and look back on its impact on USMC aviation on February 23, 2017.

When the Prowler arrived at Marine Corps Air Station (MCAS) Cherry Point, N.C., as a replacement for the EA-6A Electric Intruder, the former leading electronic warfare aircraft during the Vietnam War, the Marine Corps formed a bond with it. The Prowler has since taken part in every known American conflict.

“[As] one of the last naval flight officers assigned to VMAQ-2 to fly the EA-6A Electric Intruder before the Prowler transition, I had the opportunity to fly and operate the manually controlled EW and [electronic attack] systems that earned the [electronic and photographic] community their stellar EW reputation over the skies of North Vietnam,” said Lt. Col. (Ret.) Rick Johnson, former Prowler pilot with VMAQ-2.

The EA-6B Prowler’s primary purpose is to suppress enemy air defenses in support of strike aircraft and ground troops by interfering with adversary electronic activity and gathering tactical electronic intelligence within the battle zone.

“Those EW systems by today’s standards would be considered antiquated and obsolete, but during the Vietnam conflict they were ‘state of the art,’ said Johnson.

Five tactical jamming pods, electronic surveillance systems, radar-seeking High-Speed Anti-Radiation Missiles, non-kinetic fire systems that disable but do not destroy electronic equipment, and countermeasures that mask the approach of nearby ground-attack aircraft are all included in the Marine Prowler’s arsenal.

“Being a pilot and flying in a legacy aircraft is a testament to the ability of the aircraft,” said Maj. Nathan Baker, the operations officer with MAG-14. “You’re still flying the same aircraft that was flown 40 years ago. No other tactical jet aircraft in the Marine Corps has ever lasted that long.”

During Operation Desert Storm in 1991, 12 Marine Corps Prowlers flew 516 hours without sustaining any losses. In 2007, the Prowler was used in anti-improvised explosive device (IED) operations in Afghanistan, blocking remote detonation devices and saving several lives. In 2013, VMAQ-1 became a training squadron to assist future Prowler missions, such as those carried out by VMAQ-3 and VMAQ-4 over Iraq in 2014.

“The aircraft being almost 50 years old in terms of design does make it a little more difficult to fly versus some of our newer aircraft such as the [F-35 lighting II],” said Baker.

Each year, one VMAQ squadron will be deactivated until the Prowler sunset in 2019.

“I’m excited for the transition and for the aircraft to continue its service until its sundown,” said Baker.

When Prowler lands for the last time in 2019, the electronic warfare community will be bidding farewell to a heritage aircraft.

Since 1977, the twin-engine, mid-wing, long-range, all-weather aircraft has provided assistance to the US Marine Corps and coalition troops around the world.

Photo by Cpl. Jodson B. Graves / U.S. Marine Corps

March 24, 2023 0 comment

History

The B-17F strategic bomber that was converted into a a four-engined escort fighter

by Till Daisd March 24, 2023

written by Till Daisd

When compared to a B-17F’s 3,900 rounds of ammunition, the YB-40 could carry nearly triple that amount—11,200 rounds

Before long-range fighters like the P-51D were available, the bombers of the 8th Air Force suffered terribly at the hands of the German fighters during the early years of the Allied Combined Bomber offensive in Europe. The US Army Air Forces (AAF) developed plans to equip bombers with increased defensive armament as a result of those losses. The modified bombers would accompany standard bomber formations and offer protection from the approaching German fighters on the way to the objective and return, according to Jim O’Connell, 92nd Air Refueling Wing Historian, in the article Boeing YB-40 Flying Fortress. The Boeing YB-40 “gun-ships” were only flown in battle by the 92nd Bombardment Group.

The Boeing YB-40: how the B-17F strategic bomber was turned into a four-engined escort fighter — YB-40

The second production B-17F was modified by Vega Aircraft Corporation under a contract with the AAF in August 1942 to become the first XB-40 (‘X’ for experimental) gunship, which was later renamed the YB-40 (‘Y’ for service test) gunship. The AAF initially ordered thirteen YB-40s. More armor plating was added to protect the various crew positions, and the bomb bay was modified to become a magazine for ammo.

When compared to a B-17F’s 3,900 rounds of ammunition, the YB-40 could carry nearly triple that amount—11,200 rounds. Other changes included installing a second manned dorsal turret in the location of the original radio compartment, replacing the single .50 caliber waist gun with two staggered, twin-mounted emplacements, and adding a chin turret with two.50 caliber light-barrel machine guns. In comparison to the ordinary B-17F’s 13 guns, the YB-40 had 18 or more.

In order to conduct operational tests, 12 YB-40s were added to the 327th Bombardment Squadron, 92nd Bombardment Group at Royal Air Force Base Alconbury in May 1943. The thirteenth plane ran out of fuel and came down on an island not far from Scotland. The YB-40s launched their first operational mission on May 29, 1943, attacking the Saint-Nazaire submarine pens and locks. The leadership soon learned that the YB-40s couldn’t keep up with the B-17s, particularly on the flight back from the objective after the formation dropped its bombs. When they fell behind, the YB-40s started to burden rather than aid the formation. Compared to a regular, fully-armed B-17, the YB-40s weighed close to 4,000 pounds more.

The additional gun stations also resulted in a much greater aerodynamic drag for the YB-40. Comparatively, although the YB-40 needed 48 minutes to reach the same height as the B-17F, it only took 25 minutes for the B-17F to do it. The YB-40s were taken out of service in August 1943 after taking part in just ten missions. A few months later, the first long-range fighter escorts with the P-51B and later P-51D Mustang began operations in Europe and eventually neutralized German fighters.

The YB-40 idea was a failure because the aircraft was too heavy and slow, but the 92nd Bombardment Group crews were able to learn some important lessons from the YB-40s’ operational testing. These lessons resulted in noticeable changes to the B-17G, the final production version of the B-17 bomber, as well as to the B-17Fs that were produced later. These B-17s included the chin turret, offset waist gun stations that provided more movement, and an enhanced tail gunner station with significantly larger windows. The B-17F and B-17G aircraft of later manufacturing were therefore better able to defend themselves.

Photo by U.S. Air Force

March 24, 2023 0 comment

Helicopters

Video of a massive C-5M Super Galaxy offloading the U.S. Army Apache Helicopters at Ramstein Air Base

by Till Daisd March 23, 2023

written by Till Daisd

The C-5M Super Galaxy is specially built to transport massive military equipment, capable of carrying six Apache helicopters, two M1A Abrams tanks, or 250,000 pounds of relief supplies

A large C-5M Super Galaxy cargo plane offloads Apache helicopters at Ramstein Air Base in Germany, as shown in the video below.

On Feb. 22, 2017, a contingent of US Army AH-64 Apache helicopters arrived in support of Operation Atlantic Resolve, supplied by two US Air Force (USAF) Air Mobility Command (AMC) C-5M Galaxies (OAR).

Air superiority, direct air operations, global air transportation, and capabilities that are critical to supporting warfighters on the ground are all directly supported by the US Air Forces in Europe (USAFE) and the Air Mobility Command (AMC).

The AMC C-5M Galaxy, one of the world’s largest aircraft and the Air Force’s largest lifter, supplied the necessary capability to transport the Apaches to Germany. The Galaxy is uniquely built to carry massive combat equipment and huge cargo in a quick global environment, capable of carrying six Apache helicopters, two M1A Abrams tanks, or 250,000 pounds of relief supplies.

“The beautiful thing about the C-5M is that one day you could deliver combat airpower … and the next day you could be delivering humanitarian airlift around the world. It’s part of what we do,” said Maj. Gen. Timothy Zadalis, vice-commander, U.S. Air Forces in Europe and Air Forces Africa.

As part of the 10th Combat Aviation Brigade, Apaches from the 1st Battalion, 501st Aviation Regiment, Ft. Bliss, Texas, landed (CAB). This is the first time an aviation brigade has been deployed in support of OAR under the Regionally Aligned Forces concept, which is an Army force designed to offer flexible, rapid, and always-on support around the world.

The 10th CAB deployment in Europe consists of 85 aircraft, including CH-47 Chinooks, UH-60 Black Hawks, AH-64 Apaches, and MEDEVAC helicopters, as well as roughly 2,200 Soldiers.

Operation Atlantic Resolve is a visible statement of the United States’ commitment to regional peace and stability, as well as reassuring NATO allies and regional partners. OAR emphasizes the flexibility of US ground and air forces to respond quickly to contingencies alongside regional allies through multinational training and exercises.

Source tech. Sgt. Sarah Loicano, U.S. Air Forces Europe and Air Forces Africa Public Affairs; Photo by Staff Sgt. Timothy Moore / U.S. Air Force

March 23, 2023 0 comment

History

Koga’s Zero, a captured A6M that assisted in making the F6F Hellcat the most powerful carrier fighter of WWII

by Till Daisd March 23, 2023

written by Till Daisd

The A6M2 Model 21, often known as “Koga’s Zero,” was arguably the most significant Zero captured during World War II and the one that contributed most to the Allied victory in the Pacific

The Mitsubishi A6M Zero, the primary opponent of the Allies in the Pacific air war, is the most well-known representation of Japanese air power in WWII. Mitsubishi, Nakajima, Hitachi, and the Japanese navy manufactured 10,815 Zeros between 1940 and 1945 after the fighter’s maiden flight in April 1939. More Zeros than any other type of aircraft were built. The Zero is a significant machine in the history of air power because of its unique design and historical significance.

The Navy Type Zero Carrier-Based Fighter, also known as Reisen, is what Zero’s official designation is; nevertheless, the Allies gave it the codename “Zeke.” When a proficient Zero piloted by an Allied aircraft like the Curtiss P-40 or Seversky P-35 engaged in a dogfight, the A6M quickly established itself as a well-known and dangerous adversary.

The A6M2 Model 21, sometimes known as “Koga’s Zero,” was possibly the most crucial Zero seized during World War II and the one that contributed most to the Allied victory in the Pacific, as explained by Mark Chambers in his book Wings of the Rising Sun. The history of the airplane is very fascinating. In June 1942, the IJN attacked the Aleutian Islands, which are located off the southern coast of Alaska, as part of its Midway offensive. Vice Admiral Kakuji Kakuta oversaw the Japanese task force that carried out the attack, and on June 3-4, his aviation strike group from carriers bombarded Dutch Harbor, which is located on Unalaska Island.

Tadayoshi Koga, a 19-year-old P01 pilot assigned to the second of these strikes, departed in his A6M2 (construction number 4593) from the carrier Ryujo in the afternoon of June 4. Wingmen CPO Makoto Endo and PO Tsuguo Shikada were with Koga as he flew in a formation of three Zeros. The US Navy PBY-5A Catalina flown by Lt. Bud Mitchell was shot down by the three pilots as they strafed Dutch Harbor. However, an American ground fire afterward caused damage to Koga’s aircraft.

Koga pulled back on the throttle in an effort to keep the engine running long enough for him to reach Akutan Island, 25 miles to the east of Dutch Harbor, as the Zero was releasing oil in its wake due to damage to the fighter’s return oil line. The Imperial Japanese Navy Air Force (IJNAF) pilots had previously decided that Akutan would be used as an emergency landing site in the event that any of their aircraft were severely damaged, with downed pilots being rescued by IJN I-Boats (submarines) that were patrolling in the waters off the island.

The story of Koga’s Zero, the captured A6M that helped the F6F Hellcat become the most effective carrier fighter of World War II — US military personnel inspect a Japanese Zero aircraft piloted by Tadayoshi Koga that crashed on Akutan Island after bombing Dutch Harbor on June 4, 1942.

Shikada had mistakenly assumed that the grass in a grassy section of Akutan near Broad Bight was solid ground. He told Koga this, and Koga made an attempt at a standard, gear-down landing. As soon as his aircraft’s undercarriage made touch with the swampy ground, it overturned. The Zero took only minor additional damage, but Koga was instantaneously killed due to a broken neck when the fighter came to rest on its back. To keep Zeros from falling into enemy hands, all fighter pilots had been ordered to shoot down any Zero that made an emergency landing in territories controlled by the Allies. However, Koga was thought to have survived the emergency landing, so Endo and Shikada decided against strafing the fighter before leaving the area.

For more than a month, the plane stayed at the crash site preserved. On July 10, a US Navy PBY Catalina piloted by Lt. William “Bill” Thies established visual contact with Koga’s overturned Zero after Machinist’s Mate Albert Knack had first noticed the wreckage from the PBY. The PBY flew back to Dutch Harbor after several circuits around the wrecked Zero confirmed and recorded the location of the disaster. The next day, Thies flew a recovery team to the crash site to inspect the plane.

Thies discovered that the Zero was recoverable and informed his commander at Dutch Harbor of this after removing Koga’s body from the cockpit and hastily burying it close to the wreckage. On July 13, Lt. Robert Kirmse oversaw a mission to recover Akutan.

After burying Koga nearby in a Christian burial, Kirmse and his men started the airplane recovery procedure. The Zero was removed from the mud after bringing in the heavy lift equipment, and it was then transported by land to a barge and sent to Dutch Harbor. The preservation process started as soon as the fighter arrived at the port.

The transport ship USS St. Mihiel (AP-32) was then used to load Koga’s Zero and carry it southeast to Seattle, Washington. On August 12, the aircraft arrived at Naval Air Station (NAS) North Island after being brought there by barge. The vertical stabilizer, rudder, wingtips, flaps, and canopy of the fighter were also fixed here, along with the landing gear and the three-bladed Sumitomo propeller of the Zero. After that, the plane received a fresh coat of paint in the then-standard US Navy colors of Blue-Gray over Light Gull-Gray and was adorned with US national insignia. The A6M2 made its first flight in American hands on September 26 with Lt Cdr Eddie R. Sanders at the controls, under close military police protection.

Preliminary data collected from ground investigation and evaluations of Koga’s Zero were communicated to both the Bureau of Aeronautics and Grumman, and it was the latter company’s Leroy Grumman and his design team who benefited most from this information. Prior to its widespread fleet deployment, they were able to make subtle modifications to their new F6F Hellcat, which helped the Grumman plane turn into the war’s most powerful carrier fighter.

Between September 26 and October 15, Lt Cdr Sanders conducted 24 test flights in the Zero, recording the following in his report:

“These flights covered performance tests such as we do on planes undergoing Navy tests. The very first flight exposed weaknesses of the Zero which our pilots could exploit with proper tactics … immediately apparent was the fact that the ailerons froze up at speeds above 200 knots so that rolling maneuvers at those speeds were slow and required much force on the control stick. It rolled to the left much easier than to the right. Also, its engine cut out under negative acceleration due to its float-type carburetor. We now had the answer for our pilots who were being out-maneuvered and unable to escape a pursuing Zero. Go into a vertical power dive, using negative acceleration if possible to open the range while Zero’s engine was stopped by the acceleration. At about 200 knots, roll hard right before the Zero pilot could get his sights lined up.”

Cdr. Frederick M. Trapnell, the Naval Air Station’s Flight Test Director, conducted a number of test flights after receiving the fighter in late 1942. He conducted simulated dogfights while flying identical flight patterns in the Zero and US fighters to measure their performance. Lieutenant Melvin C. “Boogey” Hoffman of the US Navy was also checked out in the A6M2, and after that, he used the Zero to dogfight with Naval Aviators training in the new F6F Hellcat, F4U Corsair, and FM Wildcat.

The aircraft was tested in 1943 at NACA’s LMAL in Hampton, Virginia, where the Full-Scale Wind Tunnel was used to evaluate the aerodynamic performance of the Zero. It was also exhibited to the public at Washington National Airport the same year during a war booty exhibition. The well-used A6M2 was back in service at NAS North Island by September 1944, when it was employed as a learning aid for “green” Naval Aviators getting ready for service in the Pacific.

On or around February 10, 1945, while being taxied at NAS North Island with Cdr Richard Crommelin at the controls, Koga’s Zero was struck by a Curtiss SB2C Helldiver, which led to the aircraft’s loss. Because of the dive-extremely bomber’s limited forward view, its pilot didn’t notice the Zero until its propeller had begun tearing pieces of its fuselage apart. Except for a wingtip and a few cockpit instruments that are now on display at the Navy Museum at the Washington Navy Yard in Washington, D.C., the A6M2 was later scrapped.

Wings of the Rising Sun is published by Osprey Publishing and is available to order here.

Photo by U.S. Navy

March 23, 2023 0 comment

History

The “Phinal Phantom Phlight”, say goodbye to Old Smokey

by Till Daisd March 22, 2023

written by Till Daisd

“The F-4 Phantom was the last plane that looked like it was made to kill somebody. It was a beast. It could go through a flock of birds and kick out barbeque from the back.” Col. Chuck DeBellevue

The F-4 Phantom II took part in the United States Air Force (USAF) in 1963 and served as the USAF’s premier multi-role aircraft throughout the 1960s and 1970s. Bombing, combat air patrol, fighter escort, reconnaissance, and the renowned Wild Weasel anti-aircraft missile suppression missions were all carried out by the F-4.

Thousands of Navy and Marine Corps aviators also flew it.

The final variant of the renowned Phantom II, the QF-4 unmanned aerial target, flew for the last time on Dec. 21, 2016, at Holloman Air Force Base (AFB), New Mexico.

Bennie J. Davis of Airman Magazine recounts the “Phinal Phantom Phlight” in the article F-4 flies for final time.

A surge of emotion washes over Jim Harkins as he slipped his fingertips across the edges of the wings and walked from nose to tail, scrutinizing every detail of the jet.

His weathered features appear calm and determined, but the tears he is pushing back are hidden beneath them.

He greets each maintainer and says, “Thank you,” as he moves around the aircraft. Harkins rubs and taps the QF-4 Phantom II’s bulbous nose, like an old cowboy greeting a faithful stallion, before climbing into the cockpit.

Harkins murmurs, “One final time,” as the canopy closes around him.

This is a day of lasts for Harkins and the F-4. It will be Harkins’ final flight with the Air Force, as well as the Phantom’s final flight. It’s the last flight they’ll ever take.

“It’s not really sad, because in the military you get used to a lot of lasts, but it’s humbling,” Harkins said.

Harkins isn’t the only one who has nostalgic feelings for the plane known lovingly as “Old Smokey.” Hundreds of “Phantom Phixers,” “Phantom Phliers,” and “Phantom Phanatics” congregated on the Holloman Air Force Base flightline to observe the final F-4 flight.

Some used to work on the plane, some are just admirers, and some, like retired Col. Chuck DeBellevue, have actually flown the plane.

DeBellevue flew the F-4 in Vietnam, where he had the most confirmed kills of any American aviator throughout the conflict, with two against the Mikoyan-Gurevich MiG-19 and four against the MiG-21. He’s not only bidding farewell to an incredible machine; he’s also said farewell to an old buddy.

“A friend who got me home more times than I care to remember,” DeBellevue said. “Being back on the flightline today brought back a lot of memories, not all are good. I lost a lot of friends, but it was a great airplane. I loved to fly that airplane. It’s very honest and it got me out of a lot of tight spots during the war.”

According to DeBellevue, the F-4 was initially purchased by the Navy as a fleet interceptor, and the Air Force purchased it in 1963 to do everything – and it accomplished everything. It served as the Navy’s and Air Force’s primary air superiority fighters, as well as ground-attack and aerial reconnaissance missions. It was renamed the QF-4 after being retired from active duty and flown as aerial targets.

Throughout the 1990s, the F-4 served as the Air Force’s workhorse weapons system, and it still has the distinction of being the first multi-service aircraft. The F-4 set 16 speed and altitude records during its peak, and it proved its worth time and time again over its long lifetime.

“You didn’t get into the F-4, you put it on, it became you,” DeBellevue said. “It was a manual airplane, not like an F-16 or F-15, they were aerodynamic and designed well. The F-4 was the last plane that looked like it was made to kill somebody. It was a beast. It could go through a flock of birds and kick out barbeque from the back.”

The final flight of four F-4s prepared to take off for the last time on the flightline at Holloman. The engines roar, and smoke billows in the air.

Harkins, dancing in the cockpit, looks out over the audience, revving up the onlookers and applauding those in attendance. As the final four F-4s take off on their final taxi, everyone cheers.

Pilots Eric “Rock” Vold, Jim “Boomer” Schreiner, and Lt. Col. Ronald “Elvis” King, the last active duty F-4 pilot, and leader of Det. 1, 82^nd Aerial Targets Squadron (ATS), are the first to pass through the crowd. Before King formally retires from the QF-4 program during a ceremony following the flight, these men will fly the Phinal Phlight demonstration together.

“I don’t want to sound cheesy, but every time I get into the F-4 I can’t help but think of all the stories of all the pilots and all the maintainers who made this aircraft great,” King said. “The history and the heritage to me is the biggest satisfaction of flying the airplane.”

When King became the squadron commander, he had no idea he would be the last active-duty pilot. It didn’t hit him until last year when he and Harkins began taking the F-4 on a farewell tour to air shows and aviation expos. King felt compelled to take the F-4 on the road one last time, giving fans the opportunity to view, touch, and tell their tales about it. It was then that he knew that flying the F-4 would be a once-in-a-lifetime experience.

“It’s going to be sad to shut those engines down for the last time, but she’s served our country well,” King said of the F-4. “It’s exciting too, because our mission is to provide full-scale aerial targets and we are going to be able to do that now with an airplane that’s better suited, provides higher performance, and is more representative of the threats we face today in the QF-16.”

According to King, keeping the F-4s in the air was becoming increasingly difficult, and the only reason the QF-4 lasted as long as it did was due to the 82nd ATS’s maintainers.

Unfortunately, he claims, the F-4 is no longer required. At Holloman, all remaining planes will be demilitarized and utilized as ground targets at the White Sands bombing range.

Most people don’t want to know about the remaining F-4s, which King understands, but maintaining them as a heritage pieces or preserving them for museums is too expensive.

“At the end of the day, the Air Force isn’t real sentimental,” King said. “It will have a warrior’s death.”

Engines roar and a cloud of dust and smoke warn the crowd that the final four F-4s are about to take off. In a two-ship formation, the first two aircraft, piloted by King and Schreiner, lift off. Harkins is in third place, and Vold is in fourth place. The final two planes rise freely, maintaining low to the ground in afterburner before pulling into a vertical climb towards the runway’s end.

The crowd goes wild. The F-4 has a distinct sound. Harkins’ jet sounds like it’s shredding the sky as it flies over the crowd in a low-altitude maneuver.

Multiple passes are conducted over the gathering of hundreds in four-ship, two-ship, and stacked formations. The sound of camera shutters clicking furiously can be heard all the way down the asphalt.

The sky suddenly bursts wide, causing many booms to shake the ground, buildings, and cars, triggering alarms across the base. The F-4s are going supersonic high above, as indicated by the concussions.

Harkins swoops down from the skies, passing many times over the throng before making his final approach. Harkins becomes the final pilot to fly 1,000 hours in the F-4 as his wheels touch down on the ground.

“I can’t imagine a better way to go out than with the F-4, it’s a special moment and a special jet and then… done,” Harkins said. “Although I flew F-16s and I went down to the F-4, but I consider myself going out on top.”

As he descends from his plane, he is drenched with water and sprinkled with champagne by his pals. King lands his F-4 in the distance, and with the front landing gear contacting the asphalt, the legacy of the airplane is written out of history books.

While the Phantom’s time in the sky may have come to an end, the stories about its escapades are far from ended. There’s always time for waxing poetic about the good ol’days, flying through the vast blue yonder on “Old Smokey” for those who flew the F-4.

Photo by J.M. Eddins Jr. / U.S. Air Force

March 22, 2023 0 comment

History

The Luftwaffe’s Lippisch P.13a Mach 2.6 experimental delta wing interceptor is the weirdest machine ever created

by Till Daisd March 22, 2023

written by Till Daisd

However, tests of wind-tunnel models in the DVL high-speed wind tunnel revealed that the Lippisch P.13a design showed exceptional stability into the Mach 2.6 range, even though it never left the drawing board

Dr. Alexander Lippisch created the Lippisch P.13a for Nazi Germany in late 1944 as an experimental delta-wing interceptor with ramjet propulsion. The aircraft was never developed beyond the design phase, although tests on wind tunnel models at the DVL high-speed wind tunnel revealed that the design possessed exceptional stability up to Mach 2.6.

According to aviation expert Nikolas Pullen on Quora, the Lippisch P.13a is possibly one of the weirdest aircraft ever created for a few reasons:

1. Examine its shape. It resembles a menacing alien fish monster you could see in a B-grade sci-fi horror movie from the 1980s.

2. The actual design:

The pilot sits on a ramjet that runs on coal dust that is kept in the middle basket. At speeds of less than 320 km/h, this ramjet would only begin to produce enough thrust to support flight; for higher speeds, the aircraft needed to be towed or use rocket-assisted takeoff pods.

3. Did I mention that coal powers it? Not jet fuel, gasoline, or even synthetic oil (which is made from coal), just straight-up ground-up coal.

By the end of 1944, conventional fuels were incredibly scarce, therefore Lippisch suggested using coal to power the P.13a. Initially, it was suggested to attach a wire-mesh coal basket behind the nose air intake, protrude it into the airflow, and light it with a gas burner. Modifications were made to the ramjet and coal basket after wind tunnel testing in order to enable more effective combustion.

Here’s why the Lippisch P.13a Mach 2.6 experimental ramjet-powered delta wing interceptor designed by Luftwaffe during WWII is the weirdest aircraft ever conceived

Photo by FlightSim.com

March 22, 2023 0 comment

History

The A-4 involved in a barricade landing with the Skyhawk flown by John McCain

by Till Daisd March 22, 2023

written by Till Daisd

VA-163 went through 3 A-4 Skyahwk CAG jets on the ’67 cruise… 150132 was lost on Aug. 20, and 149959 went down over Hanoi, on Oct. 26. 152003 took the barrier in November.

Lt Cdr John S. McCain, a VA-163 Saints pilot, was shot down while flying A-4E BuNo 149959 on October 26, 1967. He started diving toward a thermal power station close to Hanoi. He was promptly targeted by a SAM battery, and its missile tore off the majority of his Skyhawk’s right-wing, as described by Peter Mersky in his book US Navy and Marine Corps A-4 Skyhawk Units of the Vietnam War. He couldn’t do much to maintain control, so he ejected directly into the middle of the city. When evasion proved impossible, McCain began his five years of cruel imprisonment and suffering. From a dirty jail cell in the Hanoi Hilton to the halls of Congress, it would be a very long voyage.

In a previous post, we mentioned how six days before McCain’s flight, LT JG Denny Earl had to employ the arresting barricade to return to land on the Oriskany, which was flying BuNo 149959, despite having both of his legs shattered by North Vietnamese anti-aircraft fire.

Setting the record straight: The photo of the A-4 involved in this barricade landing does not show the Skyhawk then flown by John McCain when he was shot down over Hanoi

But, as aviation expert Scott Brown noted, ‘the jet McCain was downed in… wasn’t the one Denny Earl took the barrier in…. Earl’s barrier crash was NOV. 20, not OCT 20…

‘I found this shot…. you can see the BuNo…. 152003.

‘Oriskany has 3 CAG jets that cruise, McCain went down in the 2nd….the replacement was the one Earl was wounded in….

‘VA-163 went through 3 CAG jets on the ’67 cruise… 150132 was lost Aug. 20, 149959 went down over Hanoi, Oct. 26. Earl was wounded and took the barrier in 152003 in November… Later in the cruise, they put Earl’s name on it, although he had already been evacuated off the ship.

‘Every database on A-4s has this wrong… it’s weird…’

Brown went on;

‘Very interesting story about this… I’ve been a Firefighter / Paramedic for almost 30 years…very early in my career, we used to carry a piece of equipment called a PASG…Pneumatic Anti Shock Garment. It was basically a G-suit, had inflatable rubber bladders on the legs and abdomen that you’d inflate in the hope that it would force blood out of the legs…like a G-suit. The PASG was a terrible idea, didn’t work at all, but it was useful for either stopping major bleeding or splinting a whole leg. Dr. Adeeb, VA-163’s flight doc, was also a pilot. They didn’t let him go over the beach, but they did let him fly local and tanker hops. He was aloft when Denny came back, it was his idea to have him inflate his G-suit and keep it inflated to try and stop the bleeding. It worked and absolutely saved his life.’

According to Peter Fey, who backs up this assertion in his book Bloody 16, ‘When Adeeb landed following his tanker mission, he climbed down from the flight deck and proceeded to help operate on Earl. The ship’s general surgeon began preparing for surgery as Adeeb swapped his flight suit for surgical scrubs. With Adeeb’s assistance, they repaired Earl’s leg with several pins. With his leg repaired, Earl was evacuated arriving in Pensacola, Florida, less than thirty-six hours after being wounded.’

Brown concluded: ‘So that Adeeb landed and immediately went into surgery, was amazing!’

Photo by U.S. Navy

March 22, 2023 0 comment

History

The AC-130 Gunship in action during Operation Desert Storm: The Spectre over the Highway of Death

by Till Daisd March 21, 2023

written by Till Daisd

Due to the magnitude of the destruction wrought that night, the stretch of road that Haddad and his team had fired on became known as the “Highway of Death.”

The AC-130 gunship (in its different versions) is a heavily armed aircraft with side-firing weapons and advanced sensor, navigation, and fire control systems designed to offer surgical firepower or area saturation during lengthy loiter periods, at night, and in bad weather. Multispectral television sensors, high-definition infrared sensors, and radar make up the sensor suite. These sensors allow the gunship to detect friendly ground forces and targets visually or electronically at any time and in any location.

Close air support (CAS), air interdiction (AI), and armed reconnaissance are the main roles of the AC-130. Troops in contact (TIC), convoy escort, and point air defense are all CAS operations. AI operations include strike coordination, reconnaissance, and armed overwatch mission sets that are carried out against preplanned targets or targets of opportunity.

AC-130s of the United States Air Force (USAF) primarily provided CAS and force protection (air base defense) for ground forces during Operation Desert Storm (ODS).

On Feb. 26, 1991, Capt. Richard S. “Beef” Haddad and 1st Lt. Randal L. Bright, both members of the 711th Special Operations Squadron (SOS) at Duke Field, Florida, were assigned to a mission over a road connecting Kuwait City and Baghdad, as reported by Paul H. Larson, Headquarters Air Force Reserve Command History Office in the article The Ghost Over the Highway: Reservists renew the bond with Desert Storm AC-130A gunship. Iraqi armies invaded Kuwait in August of the previous year, setting off a chain of events that led the United States to dispatch military personnel to Saudi Arabia as part of Operation Desert Shield/Storm. These actions included the 711th SOS. Iraqi military trucks exiting Kuwait and returning to Iraq clogged the road.

Maj. Michael N. Wilson and Maj. Clay McCutchan, and two other reservists, piloted the lead AC-130 as the 711th SOS raced to block Iraqi soldiers from Kuwait to Iraq. Wilson and McCutchan assessed that they lacked sufficient fuel to complete the task. As a result, they radioed Haddad, pleading with him to “get up here” and “hurry up.”

Haddad observed that his aircraft’s autopilot system was not operating while en route. He and his co-pilot, Bright, faced a larger challenge than they had anticipated since they relied on the autopilot’s altitude-hold function to keep the plane at a constant height while banked and firing the gunship’s weapons.

Haddad had to turn the plane manually while firing the guns to compensate. Bright knelt in his seat, facing an equally difficult challenge of simultaneously operating the aircraft’s throttles and yoke to maintain a constant height. Haddad, Bright, and the rest of the reservists on board the plane stayed in position to complete the mission, firing their guns with little resistance — a situation that altered swiftly.

Haddad and his companions learned that their efforts had not gone unnoticed as they began to depart the “killbox.” Master Sgt. Don Dew, the illuminator operator, eagerly exclaimed “missile launch” over the radio as they went south. Haddad increased power and dived the plane in response, while the aircraft’s navigator, Capt. Jose Davidson, fired flares to counter the missile. Hearing the noise and seeing the light produced by the flare, Haddad and Bright, unaware of the navigator’s actions, assumed their aircraft had been struck.

“My hands were gripping the throttles, thinking we were going down,” Haddad said.

Maj. Gen. Richard S. “Beef” Haddad, left, and Col. Randal L. Bright get reacquainted with the cockpit of No. 55-0014, the AC-130A gunship they flew into combat in 1991. Haddad is vice commander of Air Force Reserve Command, while Bright serves as chief of the plans division in the Air Force Reserve Command Directorate of Plans and Programs at Robins Air Force Base, Ga.

Haddad and Bright recognized they weren’t in any danger after watching more flashes.

Haddad and his crew didn’t realize the gravity of the task they were on that night until later. However, because of the magnitude of the destruction that wreaked that night, the section of road they had fired on became known as the “Highway of Death.”

While the precise number of people killed or injured is uncertain, the attack is thought to have damaged 1,400 to 2,000 vehicles. At least 20 hostile trucks and four armored personnel carriers were destroyed by Haddad, Bright, and the crew. For their actions that night, they were awarded the Air Medal.

Richard S. “Beef” Haddad, now Major General, and Randal L. Bright, Colonel, boarded the AC-130A Spectre gunship – No. 55-0014 – at the Museum of Aviation at Robins Air Force Base, Georgia, on June 12, 2014, more than 20 years after ODS.

The plane that transported them over the “Highway of Death” that night was the identical one.

Haddad, who is now vice commander of Air Force Reserve Command (AFRC), and Bright, commander of the 927th Air Refueling Wing at MacDill AFB in Florida, recalled that memorable night of early 1991.

“It was an exciting time for me and the other members of my crew,” Haddad said in the Aug. 2014 edition of Citizen Airman. “That experience helped me go to war in the future as we went to Operation Iraqi Freedom (OIF) and Operation Enduring Freedom (OEF). It helped in terms of realizing the risks and what it was like to be a crew member going into that kind of environment.”

Bright, like Haddad, claimed that the event had a lasting impact on him and his career because it “was always something I could hang my hat on. As a youngster in the Air Force, I had seen combat.”

Aircraft No. 55-0014 looks less menacing on display at the Museum of Aviation at Robins Air Force Base, Ga., than it did over the “Highway of Death” during the Gulf War. On the night of Feb. 26, 1991, the crew of the AC-130A gunship was credited with destroying at least 20 enemy trucks and four armored personnel carriers.

Source: U.S. Air Force; Photo by Senior Airman Julianne Showalter and Master Sgt. Chance Babin / U.S. Air Force

March 21, 2023 0 comment

Accidents and equipments

HOW US AIR FORCE AIRMEN ASSISTED RAF 51 SQUADRON IN REPAIRING THE RC-135’AIRSEEKER’ LANDING GEAR.

by Till Daisd March 21, 2023

written by Till Daisd

The landing gear was being retracted. It, on the other hand, continued to bounce around and refused to lock

The 55th Wing marked another historic milestone when a Royal Air Force (RAF) RC-135 ‘Airseeker’ aircraft diverted to Offutt Air Force Base (AFB) after experiencing landing gear problems during a joint exercise at Nellis AFB, Nevada, as reported by Delanie Stafford, 55th Wing Public Affairs in the article Offutt teams with RAF 51 Squadron to fix Airseeker landing gear.

The RAF pilots asked the 55th Maintenance Group (MXG) for field-level maintenance assistance, which is the 55th Wing’s largest stateside request to date. It also enabled the first test of a newly adopted co-manning system aimed at bridging the gap in maintenance capabilities between the Royal Air Force and the United States Air Force (USAF).

“We had a really productive deployment right until the last two missions,” said RAF Warrant Officer Ray Sowersby, 51 Squadron maintenance superintendent. “We had an undercarriage fault indication and the only jacks available were at Offutt. So I reached out to our cousins in the 55th and said ‘Hey guys, can we have some help?’”

The RAF would generally fly in equipment from its home station to make repairs, according to Sowersby. Due to its proximity to Nellis and the availability of maintenance staff experienced with the RC-135 platform, Offutt seemed a superior option.

Royal Air Force 51 Squadron and 55th Maintenance Group maintenance personnel troubleshoot landing gear problems on an RAF RC-135 Airseeker on Feb. 12 inside a hangar at Offutt Air Force Base, Neb.

Since 2011, the two countries have collaborated to assist in the training and equipping of maintenance and aircrew members on the recently purchased UK RC-135. According to Sowersby, this was the first time an RAF RC-135 landed at Offutt, and it was also the first time maintainers worked side-by-side to fix one of their planes.

The two countries have previously swapped aircrew members in training and real-world operations, but the maintenance side had not been tested.

“This was a great opportunity to test the co-manning initiative that has been in the works over the past two years,” said USAF 1st Lt. Dustin Bagnall, 55th Maintenance Squadron (MXS) assistant operations officer.

“This opportunity validated all of the time and effort expended by both nations to train RAF maintenance personnel and make it possible for maintainers from both countries to work together,” said Chief Master Sgt. Robert Wege, the 55th MXG superintendent has been heading the co-manning initiative. “The synergy created will greatly enhance the capabilities of the overall RJ intelligence, surveillance, and reconnaissance effort worldwide.”

Royal Air Force 51 Squadron and 55th Maintenance Squadron maintenance personnel troubleshoot landing gear problems on an RAF RC-135 Airseeker suspended by 30-ton aircraft jacks inside a hangar at Offutt Air Force Base, Neb. Feb. 12.

The RAF plane landed in Offutt on February 11th. Joint maintenance technicians dragged the plane into a hanger and lifted it off the ground so they could start troubleshooting the landing gear.

“It was great seeing British and American maintainers working for hand and hand as if they had been doing it forever,” Bagnall said. “The integration was seamless.”

The RAF’s return to Offutt was also a reunion of friends for some of the 55th MXS repair and reclamation shop employees, who knew several of the RAF maintainers from prior training experiences.

“We were here to provide expert help for them,” said Tech. Sgt. Russel Orr, a 55th MXS aero repair technician. “Their landing gear was retracting into place. However, it continued to bounce around and would not lock. At Offutt, we have capabilities and equipment that the RAF does not have, and we can provide help with some of the more extensive aspects of troubleshooting.”

Maintenance crews from the RAF 51 Squadron and the 55th MXS worked together to raise and lower the hanging Airseeker’s landing gear, soon identifying the problem as a malfunctioning main landing gear sequence valve.

The 55th MXS supply personnel ordered the replacement parts on a Sunday, and the jet was fully mission capable by Tuesday. The success of the combined effort was aided by the prompt actions of everyone involved in the supply chain.

“The logistic support that was there over the weekend gave the co-manning another capability to show off,” Bagnall said.

Offutt and the 51 Squadron had never worked together on maintenance before, and the 55th MXG expects to continue the partnership in the future.

Sowersby acknowledged his appreciation for the 55th MXG’s assistance.

“The guys here…they’re bending over backward to make it all work for us,” he said.

Photo by Delanie Stafford / U.S. Air Force

March 21, 2023 0 comment

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