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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

“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

Military

A flight control system test for F-16 Vista at Edwards test pilot school

by Till Daisd April 17, 2023

written by Till Daisd

When outfitted as a C-17, for example, VISTA’s highly modified F-16 will react like a C-17, not an F-16, simulating the flight characteristics of many different aircraft

Students at Edwards Air Force Base (AFB) Test Pilot School (TPS) finished testing an innovative aircraft control system that is intended to add a margin of safety to aviation in 2016, as stated by Christopher Ball, 412th Test Wing Public Affairs in his article VISTA gives TPS a clearer view of the new flight control system.

When installed as a backup system in any fly-by-wire aircraft, the L1 Adaptive Control System is a software system that can quickly learn the flying characteristics of the aircraft and then help the aircraft in the event of a control surface or system failure.

It was created and tested here by a team of TPS students from class 16A. It was conceived and built by a professor and two graduate students from the University of Illinois, Urbana Champaign.

The Aeronautica Militare Italiana (AMI, Italian Air Force) Capt. Raffaele Odesco, French Air Force Maj. Nicolas Langevin, and test pilots Capt. Daniel Edelstein, as well as flight test engineers Capts. Craig Porter and Clark McGehee made up the TPS team.

After finishing the one-year program, graduates of the Test Pilot School are awarded a master’s degree in scientific in-flight testing.

“In order to get a master’s, you need to do a project of some sort,” Cotting said. “Typically you do a master’s thesis. We have our students do a group project. The idea is we want them to take the lessons they’ve learned in how to plan and execute a flight test and actually go do that.”

The typical flight test procedure might have been costly and time-consuming because the controller is adaptive and made to work on any fly-by-wire aircraft. The NF-16 Variable-stability In-flight Simulator Test Aircraft, also known as VISTA, was chosen by the class to test the system.

The F-16 VISTA is an experimental aircraft that is based on the F-16 Fighting Falcon, which General Dynamics and Calspan jointly modified for use by the USAF.

The multi-axis thrust vectoring (MATV) engine nozzle on the F-16 VISTA testbed aircraft allows for more active management of the aircraft in a post-stall scenario. The end product is a super maneuverable aircraft that maintains pitch and yaw control at angles of attack when conventional control surfaces are unable to change attitude.

Although the VISTA program was deemed successful, fighter versions without thrust vector control (TVC) were never produced.

U.S. Air Force Test Pilot School students with Class 16A — Capt. Daniel Edelstein, Capt. Clark McGehee, Capt Craig Porter, Italian Air Force Capt. Raffaele Odesco, and French Air Force Maj. Nicolas Langevin – tested the L1 Adaptive Contol System recently using the F-16 Variable In-flight Stability Test Aircraft or VISTA.

Additionally, the program was significant for the creation of Direct Voice Input and the “Virtual HUD,” both of which were subsequently included in the cockpit design for the F-35 Lightning II (with the F-35B variant additionally employing MATV while hovering to offer attitude control).

Calspan currently runs and maintains the VISTA aircraft for TPS. It is frequently employed in academic projects like the one discussed in this article as well as other unique student curriculum initiatives.

This heavily modified F-16, however, can mimic the flight characteristics of numerous different aircraft. If the aircraft is configured as a C-17, for instance, when the pilot uses the flying controls, the aircraft will react like a C-17, not an F-16, according to Ball.

“We can make the aircraft fly like anything we want within its performance envelope. We have safety trips on it so if the aircraft goes to an attitude we’re uncomfortable with it will trip off and a safety pilot will have the original aircraft fly safely,” Cotting said.

“This allows us to put research flight control laws on there without having to go through the normal flight test process so we can literally go from basic design, test in a simulator, and go fly all in the same day, as opposed to the months it would take to go through the normal process,” Cotting said. “From a researcher’s point of view, you can see where that could be very advantageous.”

The L1 controller, according to Cotting, is a relatively innovative concept in that it doesn’t have to be aware of the characteristics of the airplane you’re placing it on.

“You give it some basic information about the airplane and the adaptive controller should be able to configure itself to make the aircraft fly like anything I tell it I want to fly like,” he said.

“So in our case, we use something called a reference model which is a set of dynamics we would like the airplane to fly,” he said. “We tell it some information about the aircraft, but not a lot, and then it goes and sorts out how to make the aircraft fly like the reference set of dynamics.”

Installing the controller on VISTA and evaluating the team’s performance estimates’ accuracy were also steps in the procedure. “We also wanted to test some different configurations of VISTA that are normally unsafe to fly and see how well this controller can recover the aircraft back to a reference set of dynamics that we do think is safe to fly,” Cotting said.

Any fly-by-wire aircraft can use the adaptive control system. The C-17 Globemaster II, the F-16 Falcon, the F-22 Raptor, and the F-35 Lightning II are a few of the fly-by-wire aircraft at Edwards. Fly-by-wire aircraft are also being produced for commercial usage by a large number of aircraft manufacturers, including Boeing and Airbus.

Photo by Capt. Craig Porter / U.S. Air Force

April 17, 2023 0 comment

History

F-16 Vipers of the Alabama Air National Guard carry on the Red Tail legacy

by Till Daisd April 17, 2023

written by Till Daisd

The 187th Fighter Wing of the Alabama Air National Guard’s F-16 Vipers carries on the Tuskegee Airmen’s legacy

The Tuskegee Airmen’s legacy has given the 332nd Air Expeditionary Wing (AEW) airmen a strong sense of pride. A significant part of the wing’s history has once more made its way back to its flightline, as stated by Master Sgt. Benjamin Wilson of the 407th Air Expeditionary Group Public Affairs in his article Red Tail Legacy comes full circle.

When the Civil Aeronautics Administration approved the Tuskegee Institute’s request to start civilian pilot training in the fall of 1939, the legacy of the Tuskegee Airmen was established in Montgomery, Alabama. After about a year, the administration of President Franklin D. Roosevelt decided Tuskegee, Alabama would be the location for the Army Air Corps to start training black military pilots.

Thus began the Tuskegee Airmen’s illustrious past. Under the crest of the 332nd Fighter Group, the Airmen bravely fought during World War II while piloting P-51 Mustangs with distinctive red tail paint. A red-tailed fighter plane from Montgomery is once more flying with the 332nd after more than 75 years.

The 187th Fighter Wing of the Alabama Air National Guard has received the Tuskegee Airmen’s lineage. One of the squadrons assigned to the 332nd AEW is the 134th Expeditionary Fighter Squadron (EFS), where an F-16 Viper from the unit is currently operating.

“It is well documented that our WWII bomber pilots would look out their windows and gain confidence from Red Tail fighters flying beside them. It has been stated they took comfort in knowing their chances for survival were higher with a Red Tail escort than from any other outfit in 12th and 15th Air Force,” said Col. David C. Lyons, 407th Air Expeditionary Group commander. “Now we have one of those Red Tails on our flight line, once again flying with the 332nd and creating the next chapter of Red Tail history.”

The unit’s goal is to assist the Combined Joint Task Force commander’s Operation Inherent Resolve (OIR) in the fight against ISIS by supplying air-to-ground combat airpower when needed. With more than 500 missions flown, more than 800 weapons delivered, and substantial contributions to the fights in Mosul, Iraq, and Raqqa, Syria, the 134th EFS has been deeply involved in the conflict.

“We are talking about liberating cities,” Lyons said. “That is something we haven’t talked about in this way since World War II.”

The Vermont Air National Guard (ANG) is deploying the Airmen of the 134th EFS to fly missions to liberate cities in Iraq and Syria.

To make sure the squadron had enough capable aircraft to meet the short-notice deployment to support OIR, the red tail was sent to the Vermont ANG along with F-16s from the New Jersey and Wisconsin Air National Guards. The sight of the red tail on the flightline alongside his unit fills at least one Vermont ANG airman with a special sense of pride.

Chief Master Sgt. Brian Senecal, 407th Expeditionary Maintenance Squadron, had the chance to host Col. Charles McGee at a formal dinner given by the Vermont ANG. As a member of the Tuskegee Airmen and having flown 409 combat flights in World War II, the Korean War, and the Vietnam War, McGee holds a record for the U.S. Air Force.

“Honestly it was the highlight of my whole military career to spend time with the guy – to meet someone who gave some much,” Senecal said. “Most Soldiers and Sailors were welcomed back from World War II with open arms and the Tuskegee Airmen had to come back to a still-segregated America.”

Despite the prejudice they encountered at the time, the Tuskegee Airmen’s pioneering work has established a legacy of which all Airmen can be proud.

“It is an honor to continue the tradition started by the original Tuskegee Airmen and to be carrying on their good name 75 years later,” Senecal said.

Photo by Staff Sgt. Matthew Bruch / U.S. Air Force; Airman 1st Class Hayden Johnson / U.S. Air National Guard

April 17, 2023 0 comment

Military

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

by Till Daisd April 16, 2023

written by Till Daisd

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

April 16, 2023 0 comment

History

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

by Till Daisd April 16, 2023

written by Till Daisd

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

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

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

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

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

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

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

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

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

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

Photo by Crown Copyright and The Jews of the RAF website

April 16, 2023 0 comment

Military

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

by Till Daisd April 15, 2023

written by Till Daisd

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

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

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

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

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

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

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

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

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

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

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

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

April 15, 2023 0 comment

History

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

by Till Daisd April 15, 2023

written by Till Daisd

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

April 15, 2023 0 comment

Military

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

by Till Daisd April 14, 2023

written by Till Daisd

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

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

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

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

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

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

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

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

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

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

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

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

April 14, 2023 0 comment

Cold War

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

by Till Daisd April 14, 2023

written by Till Daisd

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

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

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

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

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

Graham goes on to say:

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

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

Photo by U.S. Air Force

April 14, 2023 0 comment

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