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aviation

The VF-142 F-4B that was able to make an emergency landing aboard USS Ranger after her radome was destroyed by Vietnamese AAA

by Till Daisd June 14, 2024

VF-142 F-4B emergency landing

A U.S. Navy McDonnell F-4B Phantom II (BuNo 150643) belonging to Fighter Squadron VF-142 Ghostriders appears in the article’s featured photograph. VF-142 served with the aircraft carrier USS Constellation (CVA-64) from May 5, 1964, to February 1, 1965, as part of Attack Carrier Air Wing 14 (CVW-14).

The first strikes of the Vietnam War were launched by CVW-14. A 57 mm round struck the F-4B 150643 of the fighter cover (call sign “Dakota 207,” pilot Fred Ferrazzano) at 150 meters when it was on a photo reconnaissance mission to the Thanh Hoa Bridge. The main spar had been twisted by the impact, which also shattered the nose cone and caused portions of it to be ingested by both J-79 engines.

It was aboard the USS Ranger (CVA-61) that the pilot was allowed to recover. The aircraft was later disassembled in Subic Bay, Philippines, for spare parts because of the damage. Consider that an AIM-9B Sidewinder missile is being carried by the aircraft.

VF-142 transition from the F-4B to the F-4J

Home of M.A.T.S. states that the Ghostriders conducted four WestPac deployments between May 1964 and May 1968, with one deployment on the USS Ranger (CV-61) and the remaining deployments aboard the USS Constellation (CV-64). Two MiG-21s, one MiG-17, and an An-2 Colt aircraft were shot down by VF-142 crew members during these cruises. Additionally, the squadron received three COMNAVAIRPAC Battle Efficiency “E” Award.

On August 11, 1969, the Ghostriders, converted from F-4B to the more modern F-4J aircraft, made another deployment for WestPAC aboard USS Constellation. The squadron received the Naval Aviation Safety Award in 1969–1970 and the Battle E Award in 1968–1969. For their sixth combat deployment to Vietnam, VF-142 and USS Enterprise (CVN-65) deployed in June 1971.

VF-142 F-14B emergency landing

That time a VF-142 F-14 Tomcat with missing radome made an emergency landing aboard USS Eisenhower

Remarkably, another VF-142 aircraft, this time a Grumman F-14B Tomcat (BuNo 161433) on board the aircraft carrier USS Dwight D. Eisenhower (CVN-69), had to make an emergency landing when the nose cone came off due to a latching mechanism failure at a height of 8,200 m over the Persian Gulf, 26 years after the incident depicted in the post’s featured image.

The radome struck the canopy during departure, shattering the windshield and breaking out the front glass. Despite suffering a fractured right collarbone and glass in both eyes, the pilot successfully returned the jet to the ship for a flawless two-wire landing.

With all the forward glass so badly damaged, the only way to see forward was through a three-inch hole in the left windscreen. LCDR Joe Edwards flew as the pilot, and LCDR Scott Grundmeier served as the RIO. LCDR Edwards was medevac’d to Bahrain for eye surgery, then home to the US.

For their outstanding accomplishments, both crew members were awarded Distinguished Flying Crosses.

Photo by Commander Fred Ferrazzano / U.S. Navy and U.S. Navy via HOME OF M.A.T.S.

June 14, 2024 0 comment

Cold War

During his first scramble, a USAF F-15 pilot explains why he had to buy beers after taking off without a G-suit

by Till Daisd June 13, 2024

written by Till Daisd

Scramble

In the event of a threat, military forces need to react quickly for safety reasons. Aircraft scrambling is a part of a military aviation technique used to get an airplane off the base as quickly as possible.

In NATO military parlance, it’s a Quick Reaction Alert, or QRA. The US Department of Defense prefers Airspace Control Alert (ACA), but informally, almost everyone calls it a “scramble.”

During the Cold War, many NATO air forces had crews stationed in Europe on alert and scrambled whenever their airspace was penetrated.

Both interceptors and nuclear bomber forces were kept on QRA.

But how much time was required for a pilot “on alert,” to get into his aircraft and get airborne?

USAF F-15 pilot scrambles without G-suit

Jeff Loftin, former USAF F-15 Eagle pilot, recalls on Quora;

‘When I was in the F-15, when the horn went off, we had to run to the jet and launch within 5 minutes. We slept in our flight suits and boots, but most guys kept their G-suit by the door or in the cockpit to be put on as the engines cranked. On my first scramble, I was in such a hurry, I left the G-suit by the door.

‘That wasn’t a big thing since our role was as interceptors and there was little chance of a dogfight: however, all my maps were strapped onto the legs of the G-suit. So, after our practice intercept, when the flight lead told me to lead us home, I had no idea where we were or how to get home. I bought the beers after that alert tour.’

Loftin concludes;

‘By now, I’m sure paper maps are obsolete. I flew the F-15 from 1981–87, when it was relatively new. We had an inertial navigation system that would basically take us point to point, but it wouldn’t display a map.’

The following video, taken at Bitburg Air Base, Germany, at the height of the Cold War, shows a typical F-15 Zulu Alert Scramble.

Photo by Screenshot from video

June 13, 2024 0 comment

History

Remembering Marta Bohn-Meyer, the only woman to fly in the SR-71 Blackbird as a crewmember

by Till Daisd June 12, 2024

written by Till Daisd

The SR-71 Blackbird

The SR-71 Blackbird, a plane that could travel more than three times faster than the sound made by its own engines, was created in the 1960s by the US Air Force (USAF).

The SR-71 spy plane held the record for being the fastest and highest-flying operational aircraft in the world for about 24 years. At a speed of Mach 3+, it could cover 100,000 square miles of Earth’s surface per hour while flying above 80,000 feet. And on the off chance that an enemy tried to shoot it down with a missile, all the Blackbird had to do was speed up and outrun it.

Marta Bohn-Meyer, the only woman who flew aboard the legendary SR-71 Blackbird as a crewmember

The photos in this post feature Marta Bohn-Meyer, the only female crew member of the legendary SR-71 Blackbird.

Marta Bohn-Meyer, who was born in 1957, started working in aerospace as a student in the late 1970s while attending Rensselaer Polytechnic Institute in New York. She took part in a cooperative research and education program held by the school at NASA’s Langley Research Center in Hampton, Virginia, for three years, according to Cosmosphere Blog.

She began working as an aeronautical research and operations engineer at NASA’s Armstrong Flight Research Center (then Dryden) as soon as she finished school. After 22 years at this same place, she would finally rise to the position of chief engineer after holding a number of greater responsibilities, such as:

Remembering Marta Bohn-Meyer, the only woman to fly in the SR-71 Blackbird as a crewmember — Beginning in her teen years, Marta Bohn-Meyer’s favorite place was in and around airplanes both at work and while off duty. She was an accomplished private pilot and flight engineer, and was the first female crew member to fly at Mach 3 in the SR-71.

Project manager for the F-16 XL Supersonic Laminar Flow Control
Deputy director of aerospace projects
Director of safety and mission assurance
Director of Flight Operations

Time in the SR-71B with the stick piloting the iconic HABU

Bohn-Meyer became the first female crew member of the triple-sonic SR-71 Blackbird in 1991. She had worked for NASA for twelve years before she was appointed as a flight engineer. Her job was to assist NASA in gathering data at high altitudes and speeds to enhance the design of the next aircraft. The only other woman to have flown in the famously fast plane was Congresswoman Beverly Byron, who rode as a VIP guest in 1985.

Bohn-Meyer (who was married to NASA test pilot Bob Mayer) not only flew the Blackbird as Reconnaissance Systems Officer (RSO) but she also had time in the SR-71B with the stick piloting the iconic HABU.

The story of Marta Bohn-Meyer, the only woman to fly in the SR-71 Blackbird as a crewmember — Marta Bohn-Meyer, Dryden’s chief engineer at the time of her recent death, celebrates her successful 1991 first flight at triple supersonic speeds in the SR-71 Blackbird. Bohn-Meyer was one of two women ever to fly in the storied aircraft and the only one to do so as a crew member; Congresswoman Beverly Byron took a guest VIP ride in 1985.

Only one woman who flew aboard the legendary SR-71 Blackbird as a crewmember passed away

Widely known as a precision aerobatic pilot, Bohn-Meyer died on Sep. 18, 2005, when the Giles G-300 she flew in an aerobatic practice routine crashed near Oklahoma City. Former NASA deputy administrator Fred Gregory remembers being the first person to be assigned as a mentor to her when she first started as a student at Langley:

“She was smart, detail-oriented, opinionated, and professional well beyond her age.”

Kevin Petersen, director of Dryden (now Armstrong) Flight Research Center at the time of her passing, remarked on Bohn-Meyer’s “strength and her commitment to all she pursued.”

“We committed our lives to this person’s judgment every day; she was the last line of defense against complacency. And she never let me—or Dryden—down.”

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

Photo by NASA

June 12, 2024 0 comment

Cold War

How two tiny dents on the SR-71 nose stopped surface-to-air missiles from hitting the Blackbird

by Till Daisd June 11, 2024

written by Till Daisd

The SR-71 Blackbird

The US Air Force (USAF) created the SR-71 Blackbird in the 1960s; it was a plane that could fly at a speed greater than three times the sound made by its own engines.

The SR-71 spy plane held the record for being the fastest and highest-flying operational aircraft in the world for about 24 years. At a speed of Mach 3+, it could cover 100,000 square miles of Earth’s surface per hour while flying at 80,000 feet. In the unlikely event that an enemy attempted to bring it down with a missile, the Blackbird just needed to accelerate and outpace it.

The SR-71’s engineering was so advanced that new tools had to be designed to build it.

Dents on the SR-71 Blackbird Nose

Former SR-71 RSO Richard “Butch” Sheffield (Butch was his nickname because of his haircut that he had back in the 60s) used to point to the nose of the SR-71 Blackbird. He would point to the dimples and say, “This is really important, but I can’t talk about it.”

He would smile.

Here’s how two little Dents placed on the Nose of the SR-71 prevented Surface-to-air Missiles from Scoring any Hit on the Blackbird — Richard Butch Sheffield and Bob Spencer

In the SR-71, he and Bob Spencer executed one of the most crucial missions when they intercepted an SA-5 missile that was flying just inches from the Russian border. Receiving that signal was important to the SR-71’s defense. An SR-71 was never shot down; none ever got close. It was impossible due to defense and speed.

According to former Blackbird pilot Col. Richard H. Graham’s book SR-71 The Complete Illustrated History of THE BLACKBIRD The World’s Highest, Fastest Plane, the nose section allowed the SR-71 to have radar-imaging capability with the advanced synthetic aperture radar system (ASARS), photographic imagery with the optical bar camera (OBC), or a ballast installed. The nose section was held on by faun-massive fasteners.

The Dents that prevented Surface-to-air Missiles from Scoring any Hit on the SR-71 Blackbird

What are those two little dents on the nose of the SR-71 Blackbird?

‘I’m assuming you’re talking about the two “dents” in the chines at the front part of the nose, one on each side? Those aren’t dents, those were put there on purpose for the more advanced ECM systems the Blackbird got in the ’70s and ‘80s,’ says Kelly Pedron, an aviation expert, on Quora.

‘There weren’t any good places to put the ECM receivers in the front of the aircraft, so those “dents” were put in the chine to allow the installation of ECM receivers there. If you’ll notice, the flat part of the “dent” is facing about 60 degrees forward, in order to cover that quadrant of the airspace around the aircraft. Earlier models of the SR, including the A-12, were more concerned with attack radar signals from the rear, so front-mounted ECM receivers weren’t as necessary at the time. With the advent of more advanced Soviet SAM systems, like the S-200 and S-300, a forward warning receiver and jammer were required, hence the development of the so-called ECM “dents” in the nose.’

Pedron concludes;

‘So, yes, those were put there on purpose; nobody accidentally taxied an SR-71 into a solid object.’

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

Photo by Linda Sheffield Miller and U.S. Air Force

June 11, 2024 0 comment

History

The AMST program failed to replace the C-130 Hercules

by Till Daisd June 10, 2024

written by Till Daisd

McDonnell Douglas YC-15 Vs Boeing YC-14

A tactical transport aircraft with four engines designed for short takeoff and landing (STOL) was the McDonnell Douglas (now Boeing) YC-15. It was McDonnell Douglas’ entry in the competition for the Advanced Medium STOL Transport (AMST), which was held to replace the USAF’s main STOL tactical transport, the Lockheed C-130 Hercules. A pair of YC-15s were constructed, including a 110-foot (S/N 72-1876) and a 132-foot (S/N 72-1875) wingspan.

When it made its maiden flight in 1976, the Boeing YC-14 represented a significant aviation milestone. This aircraft represented numerous firsts in aircraft design, prominent among them being the use of boundary-layer control in conjunction with upper-surface blowing, which caused the jet engine flow to turn downward and enabled flight at low airspeeds.

McDonnell Douglas YC-15 pilot recalls AMST program failing to replace the C-130 Hercules — Boeing YC-14

However, neither the YC-15 nor the YC-14 were put into production, even though the successful C-17 Globemaster III was built using the YC-15’s basic design.

AMST program termination

Ron Wagner, former USAF pilot in the Presidential Wing at Andrews AFB, recalls on Quora;

‘I flew one of the prototypes of the AMST, which was intended to produce a replacement for the C-130. The AMST proposal was issued on November 10, 1972. Boeing responded with the YC-14.

‘I was familiar with the YC-15 response from McDonnel-Douglas, which first flew on August 26, 1975. A second prototype flew in December 1975. The second one had a longer wingspan and was painted in camouflage colors.

‘The program ended in December 1979. […] I got to fly the cool-looking camouflaged YC-15 when it was at Andrews Air Force Base sometime in late 1978/early 1979. I left Andrews in January 1980, which was AFTER the AMST program ended.

‘McDonnell Douglas took the second prototype to Andrews to impress Pentagon generals and members of Congress in a final push for a contract. It failed to get any orders.’

McDonnell Douglas YC-15 flight

He continues;

‘I flew it only locally around Andrews, making the takeoff and flying around the area for a bit. It used a DC-10 cockpit but had the ankle-height windows you see in the C-130. That was the best view I ever got of my home, local flying area. Cool view. The test pilot let me set up the approach, but being one of only two in the world, he took the landing himself.

‘I later saw and photographed the first prototype at “the Boneyard” in Arizona. But they eventually scrapped it.

‘This is the one I flew. Note the cool lower windows.

‘That must have been interesting to have been involved in upgrading the YC-15 to the C-17. The only 4-engine time I have in my 10,000+ hours is the 15 minutes I flew the YC-15. It handled like a small plane, really fun to fly.

The C-130 Endures

‘Now, more than 51 years after the AMST proposal was issued and 44 years after that project was canceled, Lockheed is still delivering new C-130s.’

Wagner concludes;

‘Think of this bizarre fact: When the C-130 was 18 years old, the USAF issued a proposal to replace it, which actually sounds about right for the timing. But they didn’t buy it and the C-130 will be 70 years old in August of this year and new ones are still on backorder.’

Photo by U.S. Air Force and Mike Freer via Wikipedia

June 10, 2024 0 comment

Cold War

The only B-47 that that took off from Little Rock AFB to the UK across the Atlantic Ocean

by Till Daisd June 9, 2024

written by Till Daisd

The B-47 Stratojet

The first XB-47 prototype, which was built to fulfill a 1944 need, flew in December 1947 and outperformed its rivals. It had sweeping wings, jet engines in underwing pods, main landing gear located on the fuselage, and automated systems that reduced the crew number to three, among many other cutting-edge technologies for the period.

The B-47 started to replace the B-29 and B-50 propeller-driven bombers in May 1951 in the medium bomber units of the US Air Force’s Strategic Air Command (SAC). The B-47’s maximum speed was more than 200 mph faster than the aircraft it replaced, even though it could carry roughly the same bomb tonnage.

45 B-47s took off from Little Rock AFB to the UK, only one made it across the Atlantic Ocean

45 B-47s were launched from Little Rock Air Force Base (AFB) to the United Kingdom in 1956 as part of a bomb run exercise. All except one of the B-47s returned to the United States after crossing the Atlantic. Lieutenant Richard “Butch” Sheffield, a B-47 navigator and bombardier, was prepared to follow. He needed to learn how to lead rapidly.

He recalls in his unpublished book, “The Very First:”

‘As we prepared to fly to the UK, my aircraft and crew were to be the fifth aircraft in a flight of five. I believe that because I was the lowest-ranking navigator with the least experience, they did not want me to have to navigate the Atlantic as lead or alone.

‘We took off from Little Rock, all forty-five B-47s, and flew up to Northern New York State to refuel from KC-97 tankers flying at fifteen thousand feet. We were at thirty-five-thousand feet. Tankers put out a radar signal that we could identify on our radar screen. Each set of tankers, nine different sets, put signals that were almost alike but not. I saw our signal and told the aircraft commander (AC). He relayed to the lead aircraft that we had the tankers that we were to refuel with, and they didn’t believe him.

‘As we overflew them, we went over twice as fast and twenty thousand feet above them. My AC asked me if I was sure, and I said yes. He then told the lead, you are going to miss them; they are right below us now. Once again, they didn’t believe him, or I guess they didn’t believe that a Lieutenant could find the tankers from among the many radar signals.’

B-47 navigator/bombardier recalls when out of 45 Stratojets that took off from Little Rock AFB to the UK his B-47 was the only one that made it across the Atlantic Ocean

Heading for the UK

He continues;

‘My AC asked me for a heading for the tankers and left the formation. We rendezvoused with our tankers and took on our fuel. After refueling (we could not use the radios while refueling), the pilots asked for our location, and I gave it to them. They called the rest of the flight and told them where the tankers were at that time; by then, they were far away from the tankers.

‘I really didn’t know what we were going to do next, then the AC said; give me a heading for the UK. Now, I knew we were going to the UK alone, and I was going to navigate the North Atlantic in the middle of the winter, all by myself. I broke into a cold sweat; I was not prepared to do it.

‘Normally, the fifth aircraft in a flight of five just station keeps (keeps other aircraft on the radar) on the other aircraft in front of them, and the navigator/copilot team doesn’t shoot stars.

‘The lead navigator would do his planning by pre-computing the star shots on the ground the day before the flight. Now, I had to do the star computations in the small area and dim light of the cockpit. All across the Atlantic, I shot one star after another. My copilot, Mac McCraken, was young and eager, like me. He would do anything I asked him in the air. The older World War Two copilots would not have done it. This was hard work, and we never stopped until I saw the UK lands on the radar. WE HAD MADE IT.’

B-47 navigator/bombardier recalls when his Stratojet flew the largest Nuclear Bomb ever built to Spain — Richard “Butch” Sheffield is on the far right in the photo. His crew was named Best B-47 crew in 1960.

The only B-47 out of 45 that made it from Little Rock AFB to the UK

Sheffield concludes;

‘The following day, we were all told to report to see the Squadron Commander in his Office. This always meant trouble or an award. When we arrived, the AC was told to go in alone; Mac and I waited outside the door. We heard the Commander hollering all over the building, he was very mad that we had left the formation and went it alone.

‘When the AC came out, he was smiling. He said the Squadron Commander was just mad that the others were still back in the US, and they had never found the tankers and landed in North Eastern United States!

‘He said, I told him, we are here, and they are back in the US, so who goofed up?’

When he crossed the Atlantic Ocean alone, he was just 23 years old. A few years later, he was chosen to be among the first navigators on the new B-58. He was also the first RSO to be chosen for the SR-71 Blackbird initiative. He was ordered to follow the experienced, older navigators, but he had to take the lead and soon become good at it.

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

Photo by U.S. Air Force and Linda Sheffield Miller

June 9, 2024 0 comment

Cold War

When a USAF F-15 pilot refused to fly a “not all aspect Sidewinder” mock air engagement against his Skyhawk

by Till Daisd June 8, 2024

written by Till Daisd

The Douglas A-4 Skyhawk

2,960 A-4 Skyhawk aircraft were produced by Douglas between 1954 and 1979. Known by their endearing nickname, “Heinemann’s Hot Rod” (after Douglas designer Ed Heinemann), the Bantam Bomber, Mighty Mite, and Scooter were built small to be economical and to fit more of them on a carrier. The US Navy, Marines, and friendly nations were able to use maneuverable, powerful attack bombers with exceptional altitude and range capabilities and a remarkable degree of armament capacity thanks to Skyhawks.

Furthermore, despite the fact that the legendary A-4 was intended to be a straightforward, lightweight Navy carrier attack aircraft, the Skyhawk performed a variety of tasks, including aerial refueling, nuclear strikes, and acting as an adversary aircraft.

USMC A-4 attack aircraft Vs USAF F-15 fighters

Stephen Smith, former US Marine Corps A-4 Skyhawk pilot, recalls on Quora;

‘True story. We (a Marine Corps Reserve squadron) were doing an exercise with a USAF F-15 squadron back in the 80’s. We were flying the A-4 Skyhawk, a very simple, quite maneuverable single seat aircraft. It was designed for ground attack, but due to it’s maneuverability, it could hold its own in a tight turning dogfight. You may remember it as the aircraft flown by the instructors in the original Top Gun movie. We had no radar, thus, no radar guided missiles. Instead of the two afterburning engines in an F-15, we had one, non-afterburning engine. Basically, we were well outgunned.

‘But we still did quite well against the Eagles. Our air to air weaponry consisted of a 20mm cannon and all aspect sidewinder missiles. The sidewinder used to only work when fired from behind the target aircraft, looking at his hot exhaust, but now, had been improved to be able to kill from any angle, if all the parameters were met.

‘At the end of each mission, we suggested the final engagement scenario to be one where we did not have all aspect Sidewinders available. So we had all launched with the older missiles. This was usually accepted by all to be good training for all of us, and made getting kills much more difficult.’

All aspect Sidewinders

Smith continues

‘On this day, I suggested that as our final engagement scenario. My USAF counterpart asked why? I said that it would simulate a situation where the war was getting stretched out, all the all aspect sidewinders had been used, and the supply had not been replenished. His reply stunned me. He looked me in the eyes , the eyes which would soon be looking for me from the cockpit of one of the world’s most modern and deadly air superiority fighters.

‘A fighter with a radar which would give him my position from 50 miles away, while scorching into the fight powered by two huge afterburning engines, and carrying an array of radar and heat seeking missiles, and a gun designed for air-to-air combat, against my 1960s vintage single, non-afterburning engine, non-radar equipped attack aircraft. And he said, “IF WE DON’T HAVE ALL ASPECT WINDERS, WE’RE NOT GOING.” I really was shocked! After getting my brain back on line, I said, “I don’t think that’s an option in the Marine Corps.”’

Smith concludes;

‘I will never forget that comment.’

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

June 8, 2024 0 comment

History

Why the E-3’s tail is coated in dielectric paint and why long-range missiles represent the only real threat to the AWACS

by Till Daisd June 7, 2024

written by Till Daisd

The Boeing E-3 Sentry AWACS

The Boeing E-3 Sentry Airborne Warning & Control System (or AWACS) is a modified Boeing 707 equipped with long-range radar and passive sensors capable of detecting air and surface contacts over large distances. Users on land, at sea, or in the air can get information gathered by AWACS directly from the aircraft in almost real-time.

In addition to providing fighter control over allied aircraft, the AWACS is capable of detecting, tracking, identifying, and reporting potentially hostile aircraft operating at low altitudes. It can simultaneously track and identify maritime contacts, and provide coordination support to allied surface forces.

Command and control battle management aircraft

As demonstrated throughout operations Odyssey Dawn/Unified Protector, Allied Force, Desert Storm, Enduring Freedom, and Iraqi Freedom, the E-3 Sentry is the best command and control battle management (C2BM) aircraft in the world. They provide radar surveillance and control in addition to providing senior leadership with time-critical information on the actions of enemy forces. Along with coordinating rescue efforts between military and civilian authorities, the E-3 has also been deployed to support humanitarian relief operations in the US in the wake of Hurricanes Rita and Katrina.

It was the first time in aerial warfare history that a whole air conflict was recorded thanks to the data collection capabilities of the E-3 radar and computer subsystems.

Hostile fighters Vs AWACS

Why don’t hostile fighters go after the AWACS before being engaged (and in many cases being shot down) by NATO fighter aircraft?

Jim Grupé, who was one of the systems engineers responsible for the design and development of AWACS, explains on Quora;

‘I was one of the systems engineers responsible for the design and development of AWACS. It happens that one of the studies I did was on the vulnerability of AWACS to enemy attack. This was in the 1970s when the E-3 plane was first produced, so my information is rather dated. I’m sure improvements have been made.

‘First off, AWACS had two basic mission types. In one case, the plane loitered at some distance and surveyed the horizon. I can’t give you numbers, but the radar is very accurate for a very long distance. (So accurate, we could tell by the radar signature what the target was, what armaments it was carrying, and how many were left.) In the event an enemy fighter came our way, we would simply call up our own fighters to take them out. I did the calculations for “probability of kill” in various scenarios, and the net of it is that AWACS was not likely to suffer any dents.

Long-Range Missiles Vs AWACS

‘The second case was more of a problem. This is where AWACS was over the battlefield, providing ground support. (Besides aircraft, we could pick out vehicles on the ground even under dense cover). The problem in this situation was that the enemy aircraft might be right below us, or at least quite close. For this situation, we would need our own forces to fly alongside. Unlike AWACS, however, their time in the air is much more limited, so we’d need constant cycling of our defensive forces. The probability of kill was still high, but not so high that every crew position didn’t have an escape hatch.

‘The real problem was long-range missiles. AWACS was radiating loudly on so many frequencies that a spit ball thrown into the air would likely be drawn to it by the static charge. Only a missile with a guidance system made in China might miss. Survivability was under 3 minutes unless the countermeasures were successful, which many times they are…. but many times, are not.’

E-3 AWACS contributed to the invention of stealth technology

Grupé continues;

‘So, we depended on careful deployment to NOT get us into those situations.

‘At this point, I think the best answer is that no fighter would go after AWACS because that would likely fail. But, if the enemy hoped to engage in any dogfighting, they had better start with a few long-range air defense missiles.’

According to Grupé, the AWACS also ‘contributed to the invention of stealth technology. You see, when AWACS turns and runs, its own tail got in the way of the radar and created a 30+ degree blind spot. After various solutions were considered, like inverting the tail, or making it out of some composite material, these were abandoned when someone discovered that they could make the tail all but disappear with a careful coating of a dielectric paint. WHOA! That *literally* saved AWACS’ ass, but very quickly became a VERY big secret… not to be mentioned again anywhere. It led to the F-117. But 40+ years later, it’s now out of the bag so it doesn’t matter anymore.’

E-3G crews break record for sequential flights flying 34 consecutive combat missions

Photo by Master Sgt. Dave Nolan / U.S. Air Force

June 7, 2024 0 comment

Cold War

EF-111A EWO recalls when his Raven with Asymmetric Slats had to do a departure end cable arrestment

by Till Daisd June 6, 2024

written by Till Daisd

The EF-111A Raven

In the 1980s and 1990s, EF-111A Ravens, often referred to as “Fat Tails” and “Spark Varks” (the F-111 is also called the Aardvark), were used as tactical electronic jammer aircraft. 42 EF-111As were delivered to the U.S. Air Force between 1981 and 1985, and the aircraft supported several USAF missions in the 1980s and 1990s.

To build the EF-111A, Grumman started equipping 42 F-111A Raven aircraft with jamming equipment in the 1970s. High-powered transmitter antennas were located in a 16-foot-long, canoe-shaped radome on the fuselage’s underside, and receiving antennae and additional equipment, including a processor to detect hostile radar emissions, were housed in a fin-tip pod on the vertical stabilizer. About four tons of sophisticated gear were involved. The right seat crewmember, or Electronic Warfare Officer (EWO), monitored the jamming equipment instead of performing flight-related duties because the equipment required full-time attention while in flight.

Grumman/General Dynamics Corp. started producing more EF-111A modification kits in 1984, allowing the aircraft to perform three different roles: penetration/escort, close-in jamming, and standoff jamming.

Similar to the F-111, the EF-111A was equipped with variable-sweep wings, which allow for wing configuration changes while in flight. Outstanding aerodynamic efficiency was given by the wing. The EF-111 could take off and land in as little as 2,000 feet when its wings were completely extended. It could fly at high or low altitudes at supersonic speeds when its wings were fully swept back.

EF-111A EWO navigator

Jim Howard, former EF-111A Raven EWO, recalls on Quora.

‘When I was a USAF EF-111A nav/EWO I had only one serious emergency (lots of ‘abnormals, like failed generators, but none that were scary) that really got my attention.

‘The F-111 was a swing wing airplane, the wings could be swept from 16 to 72 degrees.

‘I was an instructor EWO flying with a new pilot in England. The pilot was experienced in another fighter, but new the Vark. This was his third flight in England, and the first one that was not flown mostly in clouds.

‘This was a clear beautiful day. We flew up a low level across Scotland, driving down Loch Ness to the beautiful west coast.

‘Then we returned to our Upper Heyford base where I had the pilot ‘beat up the pattern’, so he could see all the various ground references that were helpful in flying visually near the airport.

‘On final for what we thought would be our full stop landing we configured the airplane, which in the Aardvark involves sweeping the wings most of the way forward. The leading edge slats (flaps to help you fly slow, but on the front of the wing) came down at 26 degrees wing sweep.

EF-111A EWO recalls when his Raven with Asymmetric Slats had to do a departure end cable arrestment

‘When my pilot swept the wings forward I heard an ‘oh shit’ comment from him. “It wants to roll on its back!”

’I looked at the gear/flap/slat position indicator and saw an unsafe indication for the leading edge slats. As I was grokking this my pilot asked ‘Is your slat down, because mine is not!’.

‘Mine was down.’

Asymmetric Slats

He continues

‘So we knew what we had, and it was serious. Asymmetric Slats. The F-111 wing has a bunch of moving parts. If at anytime the airplane detects an configuration it does not like it will lock the wing in whatever configuration you had at that moment.

‘The good news is that there is a checklist for this contingency.

‘More good news. We were light. Bad news: we were low on fuel.

‘We did I think fly two box patterns above the airport while we ran this checklist and consulted with the Supervisor of Flying (SOF, a senior instructor in the control tower). We both calculated a landing speed of 198 knots, much faster than our normal speed which was I think around 140.

‘Remember, energy needed to stop goes up with the square of your velocity.

‘So we go out and carefully line up for a long straight in approach, per the checklist. Everything is looking good, we have the hook down. The 8000-foot runway was kinda short for the mighty Vark even under normal conditions, let alone landing at 198 knots! Any slower than that and we would not have enough roll authority to keep the airplane right side up.

Departure end cable arrestment

‘We were planning for a departure end cable arrestment.

‘The low fuel light came on about two minutes out, but there was the runway, right in front of us, so we about as content as we could be. Of course all this time the pilot is fighting the airplane’s desire to start a continuous barrel roll.

‘All of a sudden the tower says ‘Raven GO AROUND’!

‘Both of us erupt into a string of naughty words, we were both really pissed off.

‘I tell the pilot to declare minimum fuel to discourage them from any further jerking us around.

Ravenous Radiation: a quick look at the Role Played by USAF EF-111A Electronic Jamming Aircraft during Operation Desert Storm

‘So as we are flying back out for a second long straight in I see that the tower let another Vark land in front of us. I’m thinking ‘If that guy blows a tire we are totally screwed’. That was because we did not enough gas to go to another airport with a Vark safe arresting system. We would have been faced with the choice of probably running off the end of the runway at nearby Brize Norton or punching out.

EF-111A Raven Cable arrestment

‘Thankfully that airplane landed normally, and we came in for landing. After touchdown the end of runway was getting pretty close pretty fast as my pilot stood on the brakes. We did catch the departure end arresting cable, the first time I had ever done that in a Vark.

‘I was expecting a Navy style sudden stop, but this cable gave a very Air Force Gentlemanly easy deceleration that left us stopped on the departure end runway numbers.’

Howard concludes;

‘When we stopped my pilot reached over to shake my hand. That was one my proudest moments in 20 years in the Air Force.

‘Postscript:

‘One of the slats had a bunch of bent metal where the slat guide track used to be.

‘We got away from that airplane as fast as we could, we didn’t want to wait around until the tires exploded.

‘When we got back to our squadron I called the SOF to ask why we were sent around.’

Photo by U.S. Air Force, Jim Howard, Mike Freer – Touchdown-aviation and Jason B from Australia via Wikipedia

June 6, 2024 0 comment

Cold War

Landing a Tomcat with a full load of 6 AIM-54 Phoenix missiles on the aircraft carrier

by Till Daisd June 5, 2024

written by Till Daisd

The AIM-54 Phoenix

The AWG-9 weapons control system and P&W TF30 engines were used by the F-14A Tomcat, which was built in 1968 to replace the controversial F-111B, which was being developed for the US Navy’s carrier fighter inventory. The F-14A Tomcat also carried the six AIM-54 Phoenix missiles that were meant to be installed on the F-111B.

Six Phoenix missiles could be guided by the F-14 at long range against six different threat aircraft thanks to the AWG-9. Four missiles, plus two under glove stations, can be carried beneath the fuselage tunnel of the Tomcat on specially designed aerodynamic pallets. Six Hughes AIM-54 Phoenix missiles full-loaded along with the special launch rails constitute around 8,000 lb (3,600 kg), or nearly twice the weight of Sparrows.

Landing an F-14 Tomcat with a full load of six AIM-54 Phoenix missiles on the aircraft carrier

Was it therefore possible for an F-14 carrying six AIM-54s to land aboard the aircraft carrier given the Phoenix’s (heavy) weight?

US Navy F-14 pilot recalls landing a Tomcat with a full load of six AIM-54 Phoenix missiles on the aircraft carrier

Launched on June 30, 1984, from NAS Pt. Mugu, a Tomcat piloted by Lt. Ed Riley and RIO Lt. Scott Lamoreaux from VX-4 carried six AIM-54C missiles trapped aboard the USS Constellation (CV-64) after launch. Operational suitability and operational effectiveness had to be established during operational testing (OT) as part of the AIM-54C OPEVAL, and that involved obtaining a significant number of captive carry-cats and traps aboard a carrier. This was achieved by exposing Tomcats equipped with numerous loadouts of AIM-54C missiles to the carrier environment over two years before they shot in a variety of scenarios to demonstrate their continued reliability under the stresses of carrier operations.

Riley explains in the book Half Century, Baby! by David ‘Hey Joe’ Parsons and Mads Bangsø;

‘So, the question of ‘why’ gets asked regarding a loadout of six Phoenix missiles, due to urban legend that it is not practical off the boat due to fuel remaining at Max Trap. […]

Flying multiple cross-country flights with the six Phoenix/two Sidewinder loadout

‘I had flown multiple cross-country flights, accumulating over 20 hours of flight time with the six Phoenix/two Sidewinder loadout, and to prepare for this CV landing, a regular bounce workup with various loadouts including 6+2 missile loadouts was accomplished and handling qualities at the heavy loads were explored. Particular attention was paid to ‘in-close wave off” and potential ‘bolter’ technique.

‘It was decided that a Case III straight-in approach to the trap with enough fuel to return to Pt Mugu would be used. Knowing that the Tomcat would be ‘trick or treat’ on the ball, a dedicated A-7 tanking aircraft was available to assist if required, to rendezvous and pass enough fuel for a second try. In addition to the landing, the maximum weight takeoff ‘cat shot’ was of equal importance. Full afterburner catapults could be a dicey situation if a burner blowout or a stall with the TF30 engines was encountered at maximum weight. Proper technique and early identification and application of the right controls were absolutely required to successfully fly away.’

Doomsday loadout: a rare event

Riley continues;

‘The question of who should fly the flight caused some discussion within the ranks of the pilots and RIOs at VX-4 at the time. The OPEVAL Operational Test Directors (OTDs) wanted a representative fleet crew and not just more experienced operators.

‘Since I (Lt Ed ‘Dragon’ Riley) and Lt Bill ‘Kato’ Nevius were the Co-OTD team conducting the OPEVAL, it was decided to go with an experienced pilot and a RIO with less experience in the F-14. I had over 1,500 hours in the F-14A and over 400 traps (300+ on CV-64). Lt Scott ‘Scooter Lamoreaux was a very experienced RIO in the F-4, but had less than 100 hours in the F-14A and this would be his first trap in the Tomcat.

‘The operational test crew was aware that landing with six Phoenix was a rare event, however, the tactical significance of this flight was potentially a ‘real world’ requirement (known as the Doomsday loadout). Getting the maximum number of Phoenix missiles airborne as quickly as possible in a Fleet Air Defense (FAD) scenario had been war gamed at WEPTAC and it was determined to be a clear discriminator making a difference against superior numbers of attackers during the Cold War era.

The F-14 Tomcat with six AIM-54 Phoenix missiles was in a class by itself

‘How better to do this than use the maximum loadout capability of the Tomcat loaded with the new AIM-54C that was proving to be effective against air-to-surface missiles at 100,000ft/Mach 4+ as well as low-flying cruise missiles and the attacking aircraft platforms at long range. With the largest warhead of any air-to-air missile and kill radius unmatched, the Tomcat with six Phoenix missiles was in a class by itself.’

Riley concludes;

‘With all the preparation to make this a safe yet operationally realistic event, in the end it went exactly as planned with a successful trap (OK, three wire)/hot pump/and AB cat shot and return to home base.

‘To answer the question of the viability of carrying six Phoenix around the ship: sure — why not, if the tactical situation dictates?’

Half Century, Baby! is published by Mortons Books and is available to order here and here.

Photo by U.S. Navy

June 5, 2024 0 comment

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