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military

The F-15 2040C may be the new “advanced Eagle” of the Israeli Air Force

by Till Daisd April 23, 2023

The F-15 2040C concept is an extension of the Silent Eagle idea put forth to South Korea, focusing primarily on the most advanced air capabilities and lethality while also incorporating certain low-observable upgrades

As was previously reported, Israel wants to acquire a squadron of F-15s from Boeing. In fact, an upgraded version of the Eagle would be the ideal aircraft to replace the Israeli Air Force’s (IAF) older F-15 fleet as well as to fulfill the need for a second combat aircraft to flank the F-35 stealth fighter.

It is noteworthy that no other information regarding the aircraft’s potential attributes has surfaced, other than the fact that it has a two-person crew, an advanced active electronically scanned array (AESA) radar, and advanced attack capabilities.

However, Flight Global reported on March 17, 2017, that as Israel wants its new F-15s to carry more missiles, IAF upgraded Eagles may adopt the 2040C design that Boeing promoted in 2016.

The proposed F-15 2040C is envisioned as an F-15C upgrade that would enable the U.S. Air Force (USAF) to supplement the F-22 in the Air-Superiority role with a dependable, tried-and-true and reasonably priced combat aircraft. The 2040C concept is a development of the Silent Eagle idea put forth to South Korea, concentrating primarily on the most advanced air capabilities and lethality while making certain low-observable upgrades. The 2040C would have an upgraded APG-63(v)3 AESA, an infrared search and track system, quad weapon racks that could hold up to 16 air-to-air missiles, a passive/active warning survival system, conformal fuel tanks (CFTs), and a “Talon HATE” communications pod that would allow data transfer with the F-22.

Although Israeli discussions with the US Department of Defense would be focused on a potential 20 to 25-aircraft agreement, the choice of whether to purchase additional F-35s or F-15s will only be decided after getting cabinet clearance to purchase new aircraft.

Photo by Boeing

April 23, 2023 0 comment

History

The dogfight showing the Dutch Fokker G.1 was a threat for Messerschmitt Bf 109

by Till Daisd April 23, 2023

written by Till Daisd

The Bf 109 that initially attacked him was swerving to catch up to the G.1, but 1e Lt. Gerben Sonderman employed the Fokker’s superior maneuverability to turn into a firing position on the German

German forces invaded the Netherlands in what was intended to be a swift surgical strike to fortify the right flank of the assault on France and Belgium. A Dutch surrender was anticipated within 24 hours thanks to a daring plan that heavily relied on the Luftwaffe air power, air-landing troops, and the largest airborne assault ever.

Nonetheless, the Netherlands had the first completely integrated anti-aircraft network in Europe as well as modern and effective aircraft, as described by Ryan K. Noppen in his book Holland 1940 The Luftwaffe’s First Setback in the West.

1e Luitenant Gerben Sonderman boarded his Fokker G.1, 311 that was stationed on the northwest corner of the tarmac at 0430 hours on May 10, 1940, just as the Heinkel He 111s of II./KG 4 started their attack against Waalhaven Airfield. While his gunner removed the wheel chocks after his mechanics started the aircraft’s engines, Sonderman proceeded to taxi. His gunner was still boarding the cockpit when Sonderman applied full power and lifted off. Within the 3e JaVA, Sonderman was likely the best pilot.

He was experienced in doing aerobatic performances in most of the Fokker planes used by the ML and knew the limits to which he could push his G.1. He served as the chief test pilot for the Fokker company from 1938 until he was enlisted in the military in early 1940.

Sonderman could see a Ju 52 flying above him as he climbed. As the G.1 zoomed past the slow transport, Sonderman fired a burst with his eight machine guns, forcing the Ju 52 to immediately dive for cover. Sonderman promptly re-entered pursuit of the transport after executing a tight turn with his G.1. A second gun burst sent the lumbering transport down. After being forced to land on the Oude Maas south of Rotterdam, this Ju 52, no. 6404 from 9./KGzbV.l, and 15 Fallschirmjäger from III./IR16 were captured as prisoners.

As Sonderman watched the Ju 52 go down, bullets tore through the G.1A’s radio set as a Bf 109 flew past from above. Sonderman took evasive action and observed several Bf 109s to his rear; he had been bounced by the Bf 109Ds of 10. (N)/JG 2.

The fighter who initially attacked him was turning to catch up to the G.1, but Sonderman exploited the G.1’s greater maneuverability to turn himself into a firing position on the German. The Bf 109 fell after being hit by machine gun fire (the identity and fate of the aircraft are unknown). As more German planes surrounded him, Sonderman kept flying evasively and using aerobatic maneuvers to move around the faster single-engine fighters. One of the Bf 109s attempted a head-on attack against the G.1 but missed after making a wide turn.

After dodging the incoming fire, Sonderman fired back before turning to avoid a collision. His marksmanship was excellent because the Bf 109 was struck and last seen diving toward the ground.

Feldwebel Peter Keller of 10.(N)/JG 2, who was flying this Bf 109D, was captured after a forced landing south of Rotterdam. Keller was later sent to a Prisoner camp in Canada. As soon as Sonderman recognized his supply of ammo was running short, he separated from the surviving Bf 109s and started moving westward toward the sea. Yet the chase had not yet come to an end. Sonderman noticed a He 111 heading east at a low altitude as he got closer to the coast. Sonderman approached the bomber from behind and fired the last of his rounds into it.

Sonderman’s final kill happened to be He 111 5J+DA, Oberst Martin Fiebig’s aircraft. Fiebig and three other members of his crew were captured when the bomber belly-landed in a farm field and held captive for the duration of the Meidagen. Sonderman, who had run out of ammo, decided it was vital to land and noticed a flat area of the beach below him that would make a good landing area. After Sonderman landed G.1A 311 on a beach close to Oostvoorne, he was soon joined by two of his 3e JaVA comrades.

The German attack on May 10 was only partially successful, and the Dutch continued to fight for a further four days. The Luftwaffe turned to terror bombing Rotterdam on the fifth day to force a surrender after its initial plan had mainly fallen short.

Holland 1940 The Luftwaffe’s first setback in the West is published by Osprey Publishing and is available to order here.

Photo by Adam Tooby via Osprey Publishing

April 23, 2023 0 comment

Military

F-15C full mission trainer simulators supply Eagle drivers with realistic and cost-effective training

by Till Daisd April 22, 2023

written by Till Daisd

These simulators have a significant pricing advantage over actual F-15C flights, costing less than 1% of what an actual flight would normally cost

The Tyndall Air Force Base (AFB) 337th Air Control Squadron (ACS) engaged in more intelligent operations for less expensive training expenditures to launch a jet, fly a limitless number of hours, and engage thousands of enemies.

All of this is possible because of the 337th ACS’s four F-15C Eagle training simulators, which offer adaptable, economical operations. In his piece, “F-15C simulators provide low-cost, critical training,” Senior Airman Dustin Mullen of the 325th Fighter Wing Public Affairs noted.

“The F-15C simulators, officially called Full Mission Trainers, belong to the Air Education and Training Command, and primarily support Undergraduate Air Battle Management training conducted by the 337th,” pointed out Martin Schans, 337th ACS civilian supervisor.

Notably, the simulators teach not only the 337th ACS but also the 95th and 43rd Fighter Squadrons, the 53rd Weapons Evaluation Group, and different international units, including partners from other countries. The price difference between these simulators and a real F-15C fly, which is less than 1% of the usual cost, is a significant advantage.

“There are numerous ways to determine cost per flying hour, but the widely accepted methods put the cost for the Eagle at $17,000 per flying hour,” Schans said. “The simulators cost $1.2 million to operate each year. In 2016, that made cost $230 per hour.

“The previous visual system was over 20 years old,” added Schans. “Component failure rates were increasing, and replacement parts were getting very expensive.”

Thus, investing in updated visual systems for the simulators was necessary to give the pilots a more realistic experience.

“The new flat-panel television screens provide more than 50 percent of the previous visual coverage and 90 percent of the important areas, in very high resolution,” Schans said. “This upgrade reduces upkeep/repair costs by $400,000 each year.”

Simulators can also offer adaptable training environments.

An F-15 pilot participates in a training exercise using Boeing’s high-fidelity F-15C simulator equipped with the latest aircraft configurations for accurate training.

“When units use our FMTs, they can control the weather and time of day which can impact tactical decisions,” Schans said, “They choose whether to have all the aircraft systems working, or to have some of the systems inoperative. In the FMT we can provide countless adversary aircraft and surface-to-air missile threats, and in the FMT, you never have to quit because you are out of fuel.”

Tyndall’s own F-22 Raptor simulators can be found among the numerous simulators that can be found in the virtual world these Eagles operate in, enabling teams from all around the world to fly together without ever leaving their homes.

“The way we connect our FMTs to the F-22 simulators is through the Distributed Training Operations Center located in Des Moines, Iowa, and run by the Iowa Air National Guard,” Schans said. “The DTOC allows multiple units to participate in the same simulation environment to practice the integration of forces.”

The Air Force Air Battle Management students who regularly pass through the 337th ACS receive mission training from these simulators.

“In the controlled environment of simulated missions, we can control the pace at which tactical problems are introduced to the student ABMs,” told Schans. “The scenarios are built with command and control as the only focus. When you compare this to a live fighter aircraft training mission, the scenario is centered on the pilots’ training requirements, and the ABM gets whatever training he or she can along the way.”

According to Schans, the simulations let each mission to be customized to provide the ABM at the controls with the greatest training possible.

“There are no substitutes available for the 17 simulated missions each student accomplishes with the FMT,” Schans said. “[Without it], the ABM students would be far less capable when they graduate. This would increase the training burden on their follow-on units.”

Given that modern aircraft warfare necessitates a vast amount of airspace and training, there would be numerous operational components involved. Because of this, daily execution of such training is not financially viable. Full Mission Trainers (FMTs) allow the U.S. Air Force (USAF) to accomplish its training goals in a cost-efficient and mission-focused way by enhancing real flight training.

Furthermore, FMTs are efficient training tools that help both novice and seasoned pilots become comfortable with new operating procedures and the features of the newly assigned aircraft.

Maj. Brett Faber, a 194th Expeditionary Fighter Squadron F-15C Eagle pilot, performs pre-flight checks at Graf Ignatievo, Bulgaria, on Sept. 8, 2016. Four of the squadron’s F-15Cs conducted joint NATO air policing missions with the Bulgarian Air Force to police the host nation’s sovereign airspace.

Photo by Staff Sgt. Joe W. McFadden / U.S. Air Force and Boeing

April 22, 2023 0 comment

Cold War

F-15C Eagles protected the air assets from the MiG-31s

by Till Daisd April 22, 2023

written by Till Daisd

Even though KAL 007’s wreckage had fallen in the Sea of Japan’s international waters, Kadena’s F-15C Eagles had to defend P-3 aircraft from Soviet fighters on the prowl while they searched for the airliner’s black box data and voice recorders

The F-15 Eagle is an all-weather, nimble tactical fighter created to give the United States Air Force (USAF) air supremacy over the battlefield. Beginning in 1979, the single-seat F-15C, an upgraded version of the F-15A, was added to the USAF’s inventory.

The brand-new F-15Cs of the 12th Tactical Fighter Squadron (TFS) / 18th Tactical Fighter Wing (TFW) were stationed at Kadena Air Base (AB), on the Japanese island of Okinawa, when Korean Airlines Boeing 747 flight KAL 007 vanished en route from the Alaskan capital of Anchorage to Seoul, South Korea, on September 1, 1983.

U.S. intelligence agencies already knew what had happened to the airliner while the world prepared for the worst-case scenario. After veering off course and flying over Sakhalin Island, it was brought down by a Soviet Su-15 interceptor. The airliner’s 269 passengers and crew all perished.

HOW KADENA'S F-15Cs PROTECTED THE AIR ASSETS THAT WERE TRYING TO FIND KAL 007 WRECKAGE FROM SOVIET MiG-31s — Korean Air Lines HL7442 parked among other aircraft at Honolulu International Airport. This aircraft was shot down by a Soviet Su-15 near Sakhalin Island when it left its assigned flight track.

According to Steve Davies’ description in his book F-15C Eagle Units in Combat, highly-classified intercepts showed a Soviet ground controller ordering a fighter to intercept the 747 after it unintentionally entered Soviet airspace. The pilot had been directed to get quite near to KAL 007. This was because he thought it might be a USAF RC-135 Rivet Joint. No warnings were given to the crew, unlike what the Soviets later claimed; he had radioed back that the contact was not a reconnaissance aircraft but a civil airliner. He was then ordered to shoot it down.

There was a race to be the first to recover the voice- and data-recording black boxes from the crash site. At this early stage, the United States considered these as being essential to trying to disprove Soviet assertions that they had believed the aircraft to be a reconnaissance platform flying without lights on and that the fighter that eventually brought it down had fired warning shots passed the cockpit windows. The classified radio intercepts could not be publicly disclosed until much later due to the covert manner in which they had been gathered, therefore recovering data from the black box was crucial. The only reliable way to prove what happened that night was through the data recorders.

Unarmed U.S. Navy P-3C Orion patrol aircraft from Patrol Squadron Four (VP-4) and from Patrol Squadron Forty (VP-40) took part in the U.S. effort to locate the recorders. Even if the wreckage of KAL 007 had fallen in the Sea of Japan’s international seas, the P-3s needed defense against roving Soviet fighters. Selected 12th TFS pilots with their F-15Cs were sent to Misawa AB, located at the tip of Honshu Island. Indeed, the distance between Sakhalin Island, which was under Soviet control, and Misawa, where the plane was believed to have been engaged, was just 200 miles.

One of those chosen to operate the alert F-15s at Misawa was Lt Rob Graeter. He recalled: “We had a south CAP (Combat Air Patrol) and a north CAP. The southern CAP was abeam and to the west of Sapporo, on the northern island of Hokkaido. The north CAP was about 80 miles from the search area and was closer to the tip of Hokkaido. We were flying with three ‘bags’ (fuel tanks) and eight missiles (four AIM-9Ls and four AIM-7Fs), so we were not going to go any faster than Mach 1.1. What that meant was that we were about 20 minutes flying time away from the northern CAP – maybe a little less if we really pushed it.”

There were plenty of F-15 and aerial tanker resources nearby to enable the Eagles to maintain a constant airborne presence closer to the crash site (3 fully equipped Eagle squadrons were located in Kadena). However, as Davies explained, political tensions were so high that such a move would have been viewed as provocative. Instead, the six Eagles and the pilots waited for the signal to launch in response to any hostile or threatening Soviet behavior while they were on 24-hour alert.

It is noteworthy that the Soviets quickly deployed their own resources to find the recorders, with the search focused southeast of Sakhalin. Smirynkh, Dolinsk-Sokol, and Yuznho-Sakhalinsk were three Soviet fighter sites on the island that housed MiG-21, MiG-23, and long-range MiG-31 ‘Foxhound’ aircraft (the latter was a variant of the MiG-25 ‘Foxbat’). The ‘Foxhound’ represented the biggest threat, and the USAF was once again unclear about how to handle it, just as it had been with the ‘Foxbat’ years previously. In reality, the MiG-31 had only recently entered service and was still mainly mysterious.

Since Graeter was a junior lieutenant and on his first F-15 mission, he recalls: “The MiG-31s had just deployed to Yuznho-Sakhalinsk, and we had intelligence reports telling us that one had made a run from Vladivostok to Sakhalin at 70,000 ft and Mach 2.3. They told us that his load out was two radar missiles and four infrared (IR) missiles. It was pretty eye-opening to know that he had enough gas to make that run and carry his missiles.”

Russian MiG-23s harassed American Navy Orions as they combed the ocean for any evidence of the 747’s black boxes. In fact, one of the pilots was so hostile that he bumped the wings against the unarmed aircraft. The last straw was this along with reports that the airliner’s bodies were starting to wash up on the shores of nearby Japanese islands. A MiG was seen launching on the third day of the hunt as the P-3s were flying into the debris area.

In response, Graeter and his CO, Roger Taylor, were scrambled. “We started talking to AWACS and quickly detected a MiG-31 heading away from us and running northeast to southwest – Sakhalin to Vladivostok – probably 90 miles away. We climbed up in altitude in order to prepare to do something about him should he turn around and head towards the AWACS, which was northwest of Misawa.”

Nonetheless, the Foxhound passed without incident to the east. In order to effectively tackle the high-altitude, high-speed danger posed by the MiG-25 and MiG-31, unique tactics had to be used. Graeter explained: “We had trained for the high-fast-flyer threat (MiG-25) and knew that to handle that guy we’d have to dump all of our fuel tanks. We would fly a profile that involved getting to 40,000 ft, then unload the jet (pushing forward on the stick to induce 0g) in full afterburner to get it to accelerate. Once up to Mach 1.7 or so, we’d gingerly pull the nose back up to 20-30 degrees, center up the dot on the AIM-7 (align the nose with the computer-generated steering dot), and salvo all four missiles.”

But it never came to that. The P-3s would roll back away from the MiGs, the F-15s would launch, the MiGs would be informed that Eagles were airborne, and they would immediately turn 180 degrees and head for home, according to Davies, who claims that Graeter and his colleagues launched a total of 12 sorties in the days that followed. The “Floggers,” “Fishbeds,” and “Foxhounds” were often less than 80 miles away when the USAF pilots saw them on radar, but AWACS never gave them clearance to engage. The Soviets ceased pressuring the recovery force after a week, and the Eagles were home in six weeks.

The F-15 had frightened the Soviet fighter into submission while not firing a single shot. America’s Eagles had succeeded in their initial trial.

Photo by Ken H, Hansueli Krapf and Konstantin Tyurpeko (http://russianplanes.net/id161326) via Wikimedia Commons, Senior Airman Maeson L. Elleman and Airman John Linzmeier / U.S. Air Force, U.S. Navy

April 22, 2023 0 comment

Military

Minot B-52 Stratofortness bombers are deployed for combat operations

by Till Daisd April 21, 2023

written by Till Daisd

In support of U.S. Central Command’s Operation Inherent Resolve, the 23rd Bomber Squadron delivered several B-52s to the Middle East

The interesting pictures in this post depict a B-52H Stratofortress crew from Minot Air Force Base (AFB), North Dakota, completing a training flight in close air support (CAS) scenario in anticipation of aiding Operation Inherent Resolve (OIR) on January 31, 2017, in the airspace above North Dakota.

More than 400 Airmen from the 5th Bomb Wing (BW) recently deployed to the Middle East in support of U.S. Central Command’s Operation Inherent Resolve, according to Senior Airman Justin Armstrong of the 5th Bomb Wing Public Affairs in his article 5th Bomb Wing Members Deploy in support of Operation Inherent Resolve. This will be the first time in 12 years that aircraft from Minot AFB has deployed in support of combat operations, as the 23rd Bomb Squadron (BS) sent several B-52H Stratofortresses to take over daily operations.

According to Capt. Erik Nelson, commander of the 23rd BS B-Flight, the unit undertook a rigorous spin-up strategy before this deployment. Additionally, they made use of the mission-related lessons they picked up from the 20th and 96th Bomb Squadrons, who have deployed to and are presently operating in the U.S. CENTCOM area of responsibility.

“I couldn’t think of a better squadron to deploy with,” pointed out Nelson, who will undertake combat operations for the first time. “I think I can speak for the entire squadron when I say we are well-prepared and ready.”

When conducting combat operations out of the Middle East, the 23rd will command the 5th BW.

“The Bomber Barons are 100 percent ready,” said Lt. Col. Michael Maginness, 23rd BS commander. “They are experts in the mission sets that they can expect to execute downrange.”

Notably, the 23rd BS will commemorate its 100th birthday during this deployment, according to Maginness.

“One of the greatest honors I can think of is serving your country in combat,” said Maginness. “I can think of no better way to cross the century mark, than answering our nation’s call – as the 23rd has been doing since 1917.”

The squadron was founded on June 16, 1917, at Kelly Field in Texas, making it one of the earliest in the United States Air Force (USAF). It participated in World War I as an aircraft repair squadron and deployed to England as a member of the American Expeditionary Forces. During the Cold War, the unit joined the Strategic Air Command (SAC) and participated in action during World War II.

The 23BS’s primary duty today is flying the Boeing B-52H Stratofortress long-range bomber. The squadron is ready to deploy and fly its B-52H aircraft at any time to implement national security policy by being able to instantly unleash devastating conventional or nuclear firepower to destroy targets anywhere in the world.

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

April 21, 2023 0 comment

Cold War

Descending into Armageddon

by Till Daisd April 21, 2023

written by Till Daisd

If requested, the orbiting crews would open their top-secret decoders and confirm the “Go Codes” radio-transmitted from SAC’s Omaha headquarters. Crews were given the go-ahead to complete their dreaded missions if the Go Codes were validated

Jay Lacklen is a former B-52 pilot with 12,500 flying hours and the author of two books, Flying the Line: An Air Force Pilot’s Journey and Flying the Line: An Air Force Pilot’s Journey Volume Two: Military Airlift Command.

SAC Go Code

My new assignment to Loring AFB, ME, as I returned from Vietnam transitioned me from a hot war in the jungle to the Cold War with the Soviet Union where the stakes could be the survival of civilization itself. Strategic Air Command (SAC) had no sense of humor; it was as sober as a nuclear bomb, the delivery of which was its prepared-for mission as outlined in the Emergency War Order (EWO).

This war order used codes that were transmitted to the crews of bombers and air refueling tankers, possibly in tactical orbits over the Arctic. The “Go Codes” transmitted by radio from SAC headquarters in Omaha, NE, would be verified by the orbiting crews if told to do so by opening their top-secret decoders. Crews were given the go-ahead to finish their dreaded missions if the Go Codes were validated.

Things would presumably be quick and simple for the tankers. The tankers would have just enough fuel to travel out to the Arctic Ocean and ditch if they had to supply almost all of their fuel to their mated bombers (down to the “standpipe”).

I always thought they might do something else. Since the Go Order would mean a worldwide nuclear war had erupted and presuming their home base would probably already be incinerated along with their families, they might have favored flying up to 35,000 feet, depressurizing the cabin, and having everyone remove their oxygen masks. The time of useful consciousness at this hypoxia-inducing altitude is about fifteen seconds, just long enough to think of your incinerated loved ones before you joined them.

The ordeal would linger a little longer for the bomber crew. If they could clear their first target by twenty-five miles, they had to proceed with their mission. They could then parachute to the countryside and introduce themselves as the US crew who just nuked a nearby city.

My navigation team assured me, only half-jokingly, that they had the charts to fly us to Rio de Janeiro to “establish the reconstitution force,” if I wanted. From one viewpoint, the nuclear weapon threat standoff (mutually assured destruction) would demonstrably have failed, so why continue with it? Completing our assigned mission would only “make the rubble bounce” after our missiles from continental silos had hit their Russian targets, so why bother?

If we had proceeded, I imagine I’d preferred to drop the first bomb and then circle slowly above it until it went off. Or, to climb up well into defense radar coverage, squawk “emergency,’ and hope a Soviet fighter got us before we reached the target if there were any Soviet fighters left.

This provides an opportunity to ponder the end of mankind, to be the generation that turned out the lights on our hallowed fifty-thousand-year human experience.

At least the meteorite that wiped out the dinosaurs was not self-inflicted. We would be the first creature to attain self-awareness who, nonetheless, snuffed itself out. With the quantum leap in mental ability came the quantum reap in self-destructive capability. I suppose this mental capability, coupled inextricably with a reptilian brain stem, may have doomed us from the beginning.

Descending into Armageddon: SAC Go Codes

It might even be extraordinary that we have lasted as long as we have. So perhaps we could cheer ourselves, ruefully, in the bomber, in the end, for perseverance in the face of a preordained losing hand, for reaching such a high level of accomplishment before our fatal contradiction finished us.

Photo by U.S. Air Force

April 21, 2023 0 comment

Military

USAF say goodbye to the first HC-130 in service, “KING 52”

by Till Daisd April 20, 2023

written by Till Daisd

The only dedicated fixed-wing Personnel Recovery platform in the Air Force’s inventory is the HC-130P/N “King”

On March 6, 2017, King 52, the first HC-130 designed for U.S. Air Force (USAF) rescue in 1964, was retired after more than 50 years of devoted service and rescue operations performed all over the world.

In the article Air Force’s first HC-130 takes its final flight to retirement, Tech. Sgt. Lindsey Maurice of the 920th Rescue Wing Public Affairs revealed that the HC-130, tail number 4852, left Patrick Air Force Base (AFB), Florida, where it had been stationed since mid-2015.

“It was about to retire when we acquired it from Moody Air Force Base,” said Tech. Sgt. Norberto Nieves, 720th Aircraft Maintenance Squadron (AMXS) expeditor and former crew chief to King 52. “It was a workhorse; that’s for sure.”

“It’s sad to see it go,” Nieves pointed out. “As crew chiefs, we dedicate a lot of time, sweat, and sometimes blood to these aircraft. They become a part of us.”

“Like Nieves said, these aircraft become a part of you and it’s tough to see something you’ve worked so hard on going into retirement,” King 52’s current dedicated crew chief, Tech. Sgt. Matthew White explained. “The most rewarding part of being a dedicated crew chief is seeing the aircraft you spent so many hours on takeoff and came back home safe and sound.”

King 52 conducted local training missions, trips to Key West, Florida, and cross-country trips to Davis-Monthan AFB while stationed at Patrick AFB.

It is a privilege for Maj. Nick Philpitt, chief of the 920th Rescue Wing Inspector General Inspections and a navigator on the HC-130 that has flown King 52 a few times to take part in the aircraft’s final flight.

“I haven’t flown a lot of missions with #52; however, it is somewhat sentimental to be flying her to retirement denoting it’s the end of an era,” Philpitt said. “Like a classic car you’ve owned and driven, an airplane becomes an extension of you. Putting it to bed for the last time is moving.”

King 52’s career comes to an end at the 309th Aerospace Maintenance and Regeneration Group (309 AMARG) of the Air Force Materiel Command, where it will be housed with other retired military and governmental aircraft in the “boneyard.”

Senior Airman Liam Miner, 720th Aircraft Maintenance Squadron dedicated crew chief, stands by ready to marshall King 52, the first HC-130 configured for Air Force rescue, down the Patrick Air Force Base, Florida, taxiway for the last time on March 6, 2017.

The HC-130P/N maintenance teams of the 920th RQW continue to put in a lot of effort both at home and overseas to keep the fleet prepared for rescue missions. The only dedicated fixed-wing Personnel Recovery platform in the Air Force’s inventory is the HC-130P/N “King.”

The aircraft, which made its first flight in 1964, has performed a variety of tasks. It was first modified to carry out search and rescue missions, serve as a command and control platform, refuel helicopters in flight, and carry extra fuel to increase loiter time and range.

The HC-130P/N’s mission is to quickly deploy to difficult airfields and restricted areas in order to carry out personnel recovery missions in all weather conditions whenever and wherever necessary. King crews frequently carry out tasks such as airdrops of personnel and equipment at both high and low altitudes, personnel infiltration and exfiltration, refueling of helicopters from the air, and forward area refueling points. Depending on the task, the aircraft can also be used for disaster relief, security cooperation, emergency aeromedical evacuations, casualty evacuations, noncombatant evacuation operations, and, during the Space Shuttle program, NASA space flight support.

Crew members from the 39th Rescue Squadron and 720th Aircraft Maintenance Squadron pose in front of King 52, the first HC-130 configured for Air Force rescue in 1964, before taking it on its final flight from Patrick Air Force Base, Florida, to Davis-Monthan Air Force Base, Arizona.

Source: U.S. Air Force; Photo by Tech. Sgt. Lindsey Maurice and Steve Kraus / U.S. Air Force

April 20, 2023 0 comment

Cold War

B-52 Vs F-14

by Till Daisd April 20, 2023

written by Till Daisd

“The F-14, however, flown by “nasal radiators,” kicked our ass. Most incredibly, the Tomcat got immediately on our ‘six’ despite coming at us head-on and having to turn 180 degrees for his initial approach, while the Air Force interceptors had arrived from behind, to begin with, a great advantage,” Jay Lacklen, former B-52 pilot

Dancing with Interceptors, 1975

One of the few times we got to maneuver forcefully at high altitudes was during intercepts by Air Defense Command interceptor fighters, which included the F-102 and F-106 from the USAF, and the F-14 from the U.S. Navy.

Later, in the C-5, I had intercepts run on me, without maneuvering, by NATO fighters that were usually F-16s or British Tornadoes as we flew across Europe. I enjoyed the American intercepts in the B-52 because we got to “dance” with the fighter boys. As the interceptor checked in on frequency, I would tell him we were ready and “had our dancing shoes on.”

Former BUFF driver tells the story of the most unusual dogfight: B-52 Vs F-14

As the intercept began, the EW would call the range and clock position of the fighter, such as “eight o’clock, ten miles,” so I would know where he was and when to maneuver. The F-102s and F-106s proved the easiest to shake. They would come smoking in on us at high speed, but below Mach 1, and line up directly behind us at our six o’clock position, which is the missile launch or cannon firing position.

I would push our speed up to three hundred knots or so to keep him at high speed as he approached. When the EW called his position about three miles at a high rate of closure, I would roll into forty-five degrees of bank, pull the throttles to idle, and raise the speed brakes. Then I would pull hard, putting the bomber into a tight decelerating turn. This would invariably cause the F-102 or F-106 to badly overshoot, since, with swept wings, designed for high speed, they had greatly degraded turning capability. The long B-52 wings and airbrake deployment allowed a far tighter turn than the F-100 series fighters could manage, and we invariably “lost” them with this maneuver.

F-14 Tomcat Vs F-15 Eagle: the pilots' perspective

The Navy F-14, however, flown by “nasal radiators,” kicked our ass. The Tomcat could sweep its wings forward to nearly seventy degrees from its swept-wing, high-speed configuration and match my best turn, which infuriated me. Most incredibly, the Tomcat, of the movie Top Gun and “Maverick” fame, got immediately on our “six” despite coming at us head-on and having to turn 180 degrees for his initial approach, while the Air Force interceptors had arrived from behind, to begin with a great advantage. As the F-14 swung behind us and approached, my EW, Buddy, called his position “six o’clock, three miles.” Going into my maneuver, I racked the B-52 into a steep turn, groaning at the g-forces I put on the plane.

The EW, however, made the maddening call, “Target six o’clock, one mile,” repeatedly from the time I broke into the turn until I rolled out, defeated. The Tomcat stayed in perfect formation with me one mile behind in perfect shooting position. At this point, had I been in a B-1 perhaps, I could have gone to the afterburner and left the F-14 far behind. The standard complaint about the F-14 was poor acceleration from low speed, as the wings were swept back for high speed from the extended position. The ratio of relatively low power to relatively high aircraft weight made acceleration an all-day thing in a dogfight. The added weight was necessary to provide beefed-up landing gear structures for punishing carrier landings, but it hampered acceleration from low speed.

B-52 Vs F-14: former BUFF driver tells the story of an unusual bomber V fighter dogfight

But for purposes of this combat exercise, the F-14 would have shot us down easily, had our gunner not shot him down first. If he used a missile from ten miles or so behind us, he’d have nailed us; if he had to come into cannon range, however, our fifty-caliber rear cannon might have nailed him first. This is another reason why we knew we would fly our nuke mission low level, so the fighters would have a difficult time even finding us against the ground clutter.

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

April 20, 2023 0 comment

Military

An F-15 and F-22 join forces to attain a stunning 41-1 kill ratio during mock combats over Tyndall AFB

by Till Daisd April 18, 2023

written by Till Daisd

“We flew 4 F-15s and 4 F-22s against 14 ‘red air’ fighters: Blue Air killed 41 enemy aircraft and lost just one. While pretty phenomenal, perfection is our goal so the debrief focused on how we could have had a 41-0 ratio,” Col. William Bladen, 104th FW

In order to participate in the Weapons Systems Evaluation Program (WSEP), over 250 Airmen and 9 F-15 Eagles from the 104th Fighter Wing (FW), Massachusetts Air National Guard (ANG), as well as Canadian F-18, F-35, F-16, and F-22 aircraft, recently deployed to Tyndall Air Force Base (AFB), Florida.

As stated in the article 104th Fighter Wing Eagles on Target at the United States Air Force’s Weapons Systems Evaluation Program, the aircraft is loaded and fires live missiles as part of WSEP, according to Master Sgt. Julie Avey of the 104th Fighter Wing. The WSEP assesses the technical data, maintenance, aircrew, weaponry, weapons delivery systems, and weapons. The aim is to assess operational effectiveness, confirm the performance of weapons systems, establish dependability, and assess capabilities.

“The WSEP does two things,” said Col. Jeffrey Rivers, Commander of the 83rd Fighter Weapons Squadron, Weapons Systems Evaluation Program. “It feeds Combat Air Force’s (CAF) training and readiness. We get aircrew experience for the first time subsequent to the events, sounds, sights, smells, and noise of a real missile coming off the jet in a realistic scenario they would find normally in training but now it is with real weapons and real targets to shoot at.”

Only nine of the 221 missions were not flown by the unit because of weather. Additionally, the 104th FW flew 293.1 hours during WSEP with an 83% mission-competent rate and successfully deployed 17 missiles.

Additionally, the 104th FW fired 14,661 bullets, totaling a flawless shooting rate of all aircraft weapons.

“Our deployment to Tyndall really had two different but complementary themes,” said Col. William Bladen, 104th FW, Operations Group Commander. “The WSEP portion focused on exercising and testing the kill chain from the missile build all the way through its destruction of a target. It takes several miracles for a missile to complete an intercept. If anyone of them fails, the kill chain is broken. WSEP tested our people and our machines and both performed exceptionally well.”

According to Bladen, the second component of the deployment included large force exercises (LFEs) and 4-ship training with an emphasis on air-to-air confrontations.

“With several other fighter airframes on the Gulf Coast, we were able to put together daily outnumbered scenarios that we cannot produce up here at Barnes. On the last day of the trip, we flew 4 F-15s and 4 F-22s against 14 “red air” fighters. For our training, we allowed the red air to regenerate after being killed by a blue air fighter. The final results of that mission: Blue Air killed 41 enemy aircraft and lost just one. While pretty phenomenal, perfection is our goal so the debrief focused on how we could have had a 41-0 ratio.”

Although the results of the mock battles are pretty remarkable, they are not a surprise. As we’ve already written, the F-15 is a real “air superiority master” with an unsurpassed air-to-air kill ratio of 104 to 0. When the Eagle is combined with the fifth-generation capabilities of the F-22 stealth fighter, the odds of an adversary aircraft winning an air-to-air battle are extremely slim.

Photo by Tech. Sgt. Ben Bloker, Master Sgt. Kevin J. Gruenwald / U.S. Air Force

April 18, 2023 0 comment

Cold War

An ex-SR-71 pilot explains the purpose of the Blackbird’s post-takeoff refueling

by Till Daisd April 18, 2023

written by Till Daisd

“We had to refuel right after takeoff for only one reason, and it wasn’t because we leaked JP-7 fuel on the ground…” Col. Richard H. Graham, former SR-71 Blackbird pilot

If it weren’t for the SR-71’s ability to refuel in the air, its range would only be about 2,000 NM. The aircraft’s range was increased through numerous air refuelings to the limit of the crew’s endurance. Several missions have exceeded more than 12,000 NM. The SR-71 and KC-135Q tankers’ forward basing enabled them to respond more quickly, conduct missions with shorter ranges and shorter durations, require fewer air refuelings, and operate more efficiently overall.

There were various ways in which KC-135Q crews and their aircraft were different from the rest of the Air Force. Their boom operators were the only ones qualified to refuel the SR-71, and their aircrews were the only ones certified in Blackbird’s special radio-silent rendezvous procedures. The JP-4 and JP-7 fuel could be moved between different tanks thanks to the Q-model tankers’ unique plumbing between fuel tanks. Their engine could burn transfer JP-4 or JP-7 fuel.

If the SR-71 landed somewhere where JP-7 fuel was not accessible, the Q-model tankers flew in with the fuel and were able to refill the SR-71 using transfer hoses on the ground. One of the best advantages of flying the Q-model tankers is that their crews did not have to be on twenty-four-hour alert status as the rest of the SAC’s tankers’ crew members.

The development of the iconic SR-71 Blackbird: how the world's fastest plane was conceived

The importance of the KC-135Q tankers and their crews to the effective and secure completion of every mission cannot be underestimated in any story of the SR-71. Indeed, after takeoff, the majority of SR-71 operational flights began with refueling.

“Many people believe we refueled after takeoff because the aircraft leaked fuel so profusely that we needed to fuel up quickly,” says Col. Richard H. Graham, a former Blackbird pilot, in his book SR-71 The Complete Illustrated History of THE BLACKBIRD The World’s Highest, Fastest Plane. “We had to refuel right after takeoff for only one reason, and it wasn’t because we leaked JP-7 fuel on the ground. Yes, the plane does leak fuel, but not enough to require refueling after takeoff.

“The JP-7 fuel reaches temperatures well over 300 degrees F. during Mach 3 cruise, making the fumes in each of the six fuel tanks very volatile and potentially explosive. The metal skin of the aircraft approaches 400 degrees F., adding to the volatility of the fuel inside the tanks. One of our aircraft limitations was a maximum speed of Mach 2.6 without an inert atmosphere inside the fuel tanks.

“The aircraft had three liquid nitrogen Dewar flasks containing 260 liters of liquid nitrogen, located in the nose wheel well. The only way to ensure a 100 percent inert atmosphere in each fuel tank was to refuel the plane inflight completely full of JP-7, allowing ambient air in each fuel tank to vent overboard. Once full of fuel, gaseous nitrogen would now dominate each fuel tank’s empty space above as it burned off JP-7. The nitrogen gas pressurized each fuel tank to 1.5 psi above ambient pressure and inerts the space above the heated fuel to prevent autogenous ignition. This is why we refueled after takeoff. Then we could safely accelerate beyond Mach 2.6.”

Graham says in his conclusion:

“There was one other way of achieving tank inerting, called a “Yo-Yo,” but this was a maintenance nightmare. A few of our missions required the SR-71 to accelerate to Mach 3+ right after takeoff with a 65,000-pound fuel load. The Yo-Yo procedure had the crew chief completely refuel the plane to full tanks of 80,000 pounds of fuel. Then, with the nitrogen pressurization system working, they de-fueled 15,000 pounds of JP-7, ending up with a 65,000-pound fuel load and a plane that was capable of going immediately to Mach 3+.”

Photo by U.S. Air Force

April 18, 2023 0 comment

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