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The navigator of an F-82 Twin Mustang describes the first air-to-air victory of the Korean War

by Till Daisd March 8, 2023

“Our first burst hit the rear of the fuselage and knocked some pieces off. The Yak pilot racked it over in a steep turn to the right and we gave him another burst along the right wing…,” 1st Lt C. Fraser, F-82 Twin Mustang navigator.

The US Air Force’s last major acquisition of a propeller-driven fighter was the F-82. Although it appeared to be two P-51 Mustang fuselages on one wing, the aircraft was actually entirely original in design. For long-range bomber escort missions, the Twin Mustang carried a pilot and a co-pilot/navigator to lessen pilot fatigue. Early 1946 saw the start of production delivery, which was too late to prevent World War II. Following World War II, the P-61 night fighter was replaced by radar-equipped F-82Gs flown by Air Defense Command. F-82Gs based in Japan were among the first USAF aircraft to fly over Korea during the Korean War.

The Republic of Korea Army (ROKA) lines around Seoul were breached by the North Korean Army (KPA) on June 27, 1950, and the Korea People’s Army Air Force (KPAAF) focused on targets in the ROKA rear areas.

The Anyang rail station and other military sites were attacked by KPAAF Il-10s between Seoul and Suwon, as detailed by Michael Napier in his book Korean Air War. The US military had already realized that Seoul would fall sooner rather than later and an emergency air evacuation had been quickly arranged for all remaining US and UN personnel. A fleet of two C-54 and 11 Douglas C-47 Skytrain transports was assembled together from disparate units in Japan to extract the remaining personnel from Kimpo Air Base, starting at dawn. Under a high cover of F-80s, F-82s heavily escorted the transport aircraft.

When the KPAAF focused on other targets in the morning, the US mission was unhindered. But, in the afternoon, a Yak-11 led four Yak-9Ps to interfere with the evacuation airlift. The KPAAF fighters had to pass through the F-82 Combat Air Patrol (CAP) in order to get to the transport aircraft.

They dove into the four F-82s of the 68th Fighter (All-Weather) Squadrons (68th F(AW)S), which were the low CAP at 4,000 feet, as they crossed Seoul at a height of 10,000 feet. The USAF crews managed to turn the tables despite being caught off guard and taking several hits. Soon after, the Yak-11 was shot down by 1st Lts W. G. Hudson and C. Fraser, becoming the first air-to-air casualty of the Korean War.

F-82 Twin Mustang navigator explains how he and his pilot scored the first air-to-air victory of the Korean War

Fraser recalls;

‘We were circling over Kimpo when two North Korean fighters came up out of some low clouds and started after Charlie Moran and Fred Larkins, who were flying the Number Four ship in our flight. The North Korean shooting was a little better than yesterday and they shot up Charlie’s tail. My pilot ‘Skeeter’ Hudson slipped around and got on the tail of their flight leader. When the guy realized that we were there, he pulled up into some clouds and tried to shake us off. Fortunately, we were so close that we could see him even in the middle of the clouds. Our first burst hit the rear of the fuselage and knocked some pieces off. The Yak pilot racked it over in a steep turn to the right and we gave him another burst along the right wing. This set the gas tank on fire and took the right flap and aileron off. By this time, we were so close that we nearly collided with him. I could clearly see the pilot turn around and say something to the observer. Then he pulled the canopy back and climbed onto the wing. Once again, he leaned in and said something to the observer. But he was either scared or wounded as he never attempted to jump. The Yak pilot pulled the ripcord and the chute dragged him off the wing, just before the ship rolled over and went in. The whole action took place below 1,000 ft. Later we found that Moran had evaded the Yak, but in doing so he had stalled out. When he recovered, he found himself dead astern of the other Yak and shot it down.’

Due to severe damage, Lt C. B. Moran and Lt F. Larkins’ F-82 had to make a forced landing at Suwon (K-13).

A second Yak-9P was taken out by reinforcements from the 339th F(AW)S who were on a nearby patrol. An hour later, a formation of nine Yonpo Il-10s launched another attack on the Kimpo airfield. Four F-80s from the 35th Fighter Bomber Squadron (FBS) intercepted the Il-10s as they reached their target, though, and shot down four of them while seriously damaging another. The remaining members of the formation dispersed into the sky and went back to their homes.

Korean Air War is published by Osprey Publishing and is available to order here.

Photo by U.S. Air Force and Rob Hodgkins via Wikipedia

March 8, 2023 0 comment

History

The downing of AC-130H Spirit 03 by AC-130J Ghostrider celebrates the 30th anniversary

by Till Daisd March 7, 2023

written by Till Daisd

The AC-130H crew was supporting US Marines during a battle in Khafji, Saudi Arabia.

The 1st Special Operations Wing (SOW) held a 30th-anniversary commemoration service for the deceased crew of Spirit 03 at the Hurlburt Field Air Park on January 29, 2021, as shown in the video in this post. During the ceremony, three AC-130J Ghostriders flew above Hurlburt Field.

As reported in the article 1st SOW commemorate the 30th anniversary of Spirit 03 by Staff Sgt. Lynette Rolen and Senior Airman Dennis Spain, the 14-person crew’s AC-130H Spectre gunship was shot down by an Iraqi surface-to-air missile while carrying out a combat mission during Operation Desert Storm on January 31, 1991.

“It’s like losing a member of your family,” said Retired Chief Master Sgt. Bill Walter, Spectre Association historian with Headquarters Air Force Special Operations Command. “It’s important to let their family members know that they are missed and won’t be forgotten. We never forget.”

While engaged in combat in Khafji, Saudi Arabia, the crew was assisting American Troops. Belonging to the 16th Special Operations Squadron was the AC-130H gunship.

“Spirit 03, tail number 696567 of the 16th Special Operations Squadron, based at Hurlburt Field, Florida, became the 7th AC-130 aircraft to be lost in combat,” said U.S. Air Force Capt. Joseph Megnia, an evaluator combat systems officer with the 73rd Special Operations Squadron. “We continue to reflect on the names of the lost of Spirit 03.”

The incident caused an Air Force unit to suffer its biggest single loss during Operation Desert Storm. Even though they were socially distant, Hurlburt’s top leadership came together to remember them.

“Circumstances may have left us physically apart, a difficult reminder of the separation from your loved ones you pray could still be here,” said Megnia. “We hope to convey from our military family to yours our everlasting commemoration of their sacrifice and continuing admiration of your strength.”

The crewmembers of Spirit 03:

Maj. Paul Weaver

Capt. Cliff Bland

Capt. Arthur Galvan

Capt. William Grimm

Capt. Dixon Walters

Senior Master Sgt. Paul Buege

Senior Master Sgt. James May

Tech. Sgt. Robert Hodges

Tech Sgt. John Oelschlager

Staff Sgt. John Blessinger

Staff Sgt. Timothy Harrison

Staff Sgt. Damon Kanuha

Staff Sgt. Mark Schmauss

Sergeant Barry Clark

U.S. Air Force photo by Senior Airman Miranda Mahoney

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March 7, 2023 0 comment

History

F-86 pilot “Robbie” Risner pursued a MiG-15 flying between two hangars

by Till Daisd March 6, 2023

written by Till Daisd

‘We were both at idle with our speed brakes out, just coasting. He looked over at me, raised his hand, and shook his fist. I thought, “This is like a movie. This can’t be happening!”,’ Captain Robinson “Robbie” Risner.

The first conflict in which planes engaged in aerial combat for control of the skies was the Korean War. The greatest fighters in the conflict, the USAF’s F-86 Sabre and the Soviet-designed MiG-15, engaged in aerial combat over the Yalu River from late 1950 until the ceasefire in July 1953. Only 140 Sabres from the 51st and 4th Wings stood in their way when the communists rushed more than 500 MiG-15s into bases in Manchuria in an effort to seize aerial superiority over North Korea from the USAF-dominated United Nations Forces.

According to the written guidelines, US pilots were not allowed to fly north of the Yalu River, and many squadron commanders had zero tolerance for infractions. More MiGs perished in their “safe zone” than will ever be known, though. The F-86 pilots abandoned the pursuit at the river and were never able to return, leaving dozens of communist aircraft limp back to base with significant damage.

The eight-victory ace Captain Robinson “Robbie” Risner, who would later go on to become a well-known POW at the Hanoi Hilton during the Vietnam War, is said to have committed the most flagrant border breach, according to Thomas McKelvey Cleaver in his book MiG Alley. Risner, regarded as one of the Air Force’s most aggressive pilots, had initially arrived in Korea as a recon pilot and had convinced the assignment officer in Seoul to send him to the 51st Wing, where he was initially not welcomed as a “real” fighter pilot. On October 22, 1952, he proved his skill as a fighter pilot by winning a fierce battle and turning into an ace.

Risner chased four MiGs across the Yalu that day while assigned to escort fighter bombers on a mission near the Yalu. He eventually found the fourth MiG deep in Manchuria and fired a burst that destroyed the enemy’s canopy. Attempting to escape, the MiG pilot entered a split-S and managed to pull out 10 feet above a dry riverbed, so low that Risner saw the exhaust kick up dust.

Afterward, Risner spoke of the conflict. “He was not in very good shape, but he was a great pilot, and he was fighting like a cornered rat!” To cause Risner to overshoot, the MiG pilot extended his air brakes and pulled the throttle to idle, but Risner rolled over the opposing fighter and touched down on the opposite side just next to its wingtip.

‘We were both at idle with our speed brakes out, just coasting. He looked over at me, raised his hand, and shook his fist. I thought, “This is like a movie. This can’t be happening!” He had on a leather helmet, and I could see the stitching in it.’

All the way back to Tatung-kou airfield, 35 miles inside Manchuria, the enemy pilot bravely avoided Risner as the hunt continued. Once above the field, 1st Lt Joe Logan, Risner and his wingman pursued the MiG tenaciously as it flew between two hangars. When Risner finally managed to fire, a portion of the enemy’s wing was destroyed and crashed next to the runway.

Chinese antiaircraft fire damaged Logan’s fuel tank during the swift pass between the hangars. Risner instructed him to turn off his engine as jet fuel began to stream out of his Sabre and attempted to push the aircraft to safety by inserting the F-86’s snout into Logan’s jet pipe. After two attempts, Risner was forced to retreat when hydraulic fluid and fuel that had been venting covered his canopy. Logan ejected near Cho-do Island, but the wind caught him in his parachute, and he drowned.

Risner was returning to Kimpo when he ran out of gas, but he was still able to glide and land safely making a successful dead-stick landing.

MiG Alley is published by Osprey Publishing and is available to order here.

Top image from ‘F-86 Sabre vs MiG-15’ by Doug Dildy and Warren Thompson © Osprey Publishing

The day F-86 pilot — Major James Robinson (“Robbie”) Risner posed with F-86, probably Kimpo, Korea, ca. 1952. After serving as a fighter pilot in World War II, Robbie Risner joined the Oklahoma Air National Guard and was recalled to active duty in February 1951. Serving with the 336th Fighter-Interceptor Squadron, Risner shot down eight MiG-15 fighters.

Photo by U.S. Air Force

March 6, 2023 0 comment

History

Italian and Yugoslav Thunderjets nearly engaged in combat during the Trieste crisis.

by Till Daisd March 5, 2023

written by Till Daisd

The ground personnel at the base of the Yugoslav Air Force in Cerklje panicked as Yugoslav planes flew over it; they were not even aware that Thunderjets were used by their country’s air force, thus they assumed the F-84s belonged to the Italian Air Force

The Free Territory of Trieste was a political entity in the present-day Italian city of Trieste, located on the relatively short common borders between Italy and Yugoslavia. De facto, the area was divided between Yugoslavia, the new socialist federation in the western Balkans, and the western allies (US, UK, and Italy), despite the fact that it was technically a political entity founded as a result of the instability brought to Europe at the end of World War II.

About ten years after the conclusion of the war, the Trieste issue was still unresolved, and new tensions had developed between Italians and Yugoslavs. The US provided both sides with weapons under the Mutual Defense Assistance Program just before the crisis’s peak. Notwithstanding the fact that the conflict thankfully never materialized, it raised an intriguing question: Given that both nations fielded the F-84G Thunderjet jet fighter, how would the air conflict in this hypothetical conflict have played out?

Since the end of World War II, both Italy and Yugoslavia had an interest in the Trieste area. The territory was taken on May 1, 1945, by Slovenian partisan forces following a battle between German and Tito’s Yugoslav forces, despite the city itself and the surrounding territory having a far greater Italian population than Yugoslav (Slovenian and Croatian, to be more precise).

The city would not be a part of either Italy or Yugoslavia, according to the agreement the British-American forces, who were approaching from the west, had made with that country. The Free Territory of Trieste, which included Trieste and its surroundings, was split into two zones: Zone A (governed by The Allied Military Government) and Zone B. (administered by Yugoslav officials). Yet, both Italy and Yugoslavia were aware of the significance of this port in the northeastern Adriatic. Hence, the conflicts and disagreements over the Territory’s destiny started in the fall of 1953.

Foreign assistance was used to purchase the first post-war aircraft for both Italy and Yugoslavia. The US and the UK were Italy’s two primary suppliers. The resurrected Italian Air Force originally got ex-USAAF Mustangs and Thunderbolts, then British de Havilland Vampires, American F-86D Sabres, and American F-84G Thunderjets, the service’s first jets. The foundation of the country’s air force was built on aircraft. In May 1952, Italy received its first Thunderjet plane.

The Italian Air Force divided its F-84Gs into three Air Brigades (equivalent to the US Air Force’s squadrons) at the start of the hypothetical conflict: Verona-Villafranca (5 Aerobrigata; about 230 kilometers from Trieste), Ghedi-Montichiari (6 Aerobrigata; about 260 kilometers from Trieste), and Aviano (51 Aerobrigata; just around 100 km to Trieste). Together, the three Air Brigades were a part of the 56th Tactical Air Force, a group of about 180 F-84G aircraft stationed near Vicenza and within striking distance of Trieste. Overall, the Italian Air Force had 254 F-84Gs.

Italian F-84Gs Vs Yugoslav F-84Gs: how Italian and Yugoslav Thunderjets almost fought each other during Trieste crisis’s air war that never was — Free Territory of Trieste – the region, which was almost one of the first theaters of post world war two conflict. Zone A is the area controlled by the western allies units; Zone B was on the other hand controlled by Yugoslavia

Although the most prevalent fighter type was the Yugoslav Ikarus S-49C, Yugoslavia constructed its post-war air force on foreign aircraft, similar to how Italy did. During the Mutual Defense Assistance Program, Yugoslavia was able to acquire American Thunderbolts and British Mosquitoes, followed by ex-USAF Sabre, Thunderjet, and T-33 aircraft. Yugoslavia’s air force received its first F-84G aircraft on June 9, 1953.

Up until October of that year, the remaining aircraft were being delivered in various pieces. The F-84G jet fighters in the Yugoslav Air Force’s fleet were less effective both in theory and in practice (F-86D Sabres were not yet prepared for use during the crisis). There were only 54 Thunderjets in operation at the time of the crisis, and they were all stationed in Batajnica (near the capital Belgrade, around 525 km to Trieste, serving under the 117th and 204th Aviation Regiment).

The large distance of the main base didn’t seem to be a significant disadvantage for the socialist air force, given that the F-84G’s combat range was approximately 1’600 km (with a ferry range of 3’200 km) and that, if necessary, the Yugoslav Thunderjets could use Zagreb-Pleso air base in Croatia (179 km to Trieste).

Nonetheless, the unit’s headquarters’ position was a major drawback in a prolonged fight where more sorties would be required to be flown. Despite the fact that 14 Thunderjets were sent to Zagreb-Pleso in November, their number would be insignificant when compared to the approximately 180 Thunderjets owned by the Italian Air Force. In the event that the conflict with Italy escalated, a detachment from the Yugoslav Air Force was also sent out to identify suitable sections of the Belgrade-Zagreb motorway that could be employed for the F-84G landings.

The Yugoslav Air Force’s entire staff’s lack of preparation was best demonstrated in one specific event. The Thunderjets from Zagreb-Pleso conducted a number of “show-off” sorties over Slovenia in addition to flying over the Cerklje base of the Yugoslav Air Force (equipped with Il-2s and F-47D). The ground staff of the air force panicked when the jets flew over the air base since they were not even aware that Thunderjets were used by their country’s air force, so they assumed that the F-84s belonged to the Italian Air Force.

The Yugoslav Air Force’s fleet of Thunderjets faced additional challenges due to the pilots’ gradual adaptation to the new jets. A few Thunderjets pilots practiced dropping cement bombs and conducting gunnery drills during the crisis. After 14 F-84G aircraft and their pilots arrived at Zagreb-Pleso, gunnery exercises proceeded using aerial targets being pulled by F-47D aircraft, and the close-air-support exercise progressed to employing HVAR 5-in unguided rockets against ground targets. One of the Yugoslav Thunderjet pilots, Predrag Vulić, remembered that “… we had the airplanes with radar and gyroscope sights. No one among the pilots didn’t know how to use the sight. We also had minor knowledge in firing maneuvers too.”

On the verge of a crisis, the Yugoslav Air Force conducted multiple reconnaissance flights over Italian territory using de Havilland Mosquitos, with the Italian air defense noting seven sorties. The Italian side also conducted reconnaissance flights over Yugoslavia; 23 Italian flights were recorded, but no additional information regarding the aircraft used in those violations could be found, and it was likely that the Thunderjets were not employed. Two Yugoslav F-84Gs from Zagreb-Pleso took off on one occasion of an Italian violation in order to confirm the visual sight and to intercept an Italian aircraft that was alleged to be over Yugoslavian territory on November 26.

The Italian aircraft had already departed when the Yugoslav jets finally took off after nine minutes. The Yugoslavian pilots would probably not even respond unless they were “fired at first,” in the event that an Italian aircraft was spotted. This rule of engagement was adopted as a result of the 1946 Yugoslavian downing of a US Army Air Force C-47 over Slovenia, which led to heightened tension between the west and Yugoslavia.

Duel: Italian vs Yugoslav F-84Gs

Italy, unlike Yugoslavia, had no problems with the Thunderjets’ operational service. Italian pilots had more time to learn to fly the first generation of jet aircraft than their Yugoslav counterparts since Italy received its first jets a year before Yugoslavia. The training itself, which was once again of considerably greater quality in Italy, was the most crucial factor. Italy was working with its western partners as one of the NATO members.

Yugoslavia, which after Tito and Stalin’s break traveled on its own “lonely” path, was made to undergo de facto independent training for the new aircraft. Although American personnel had a considerable impact on the training of Yugoslav pilots, the Italians’ level of quality was never reached by the Yugoslav Air Force.

Better airstrips and air bases could be employed to support the forthcoming aircraft’s operational needs in northern Italy. In contrast to Yugoslavia, Mussolini’s government spent a lot of time and money before World War II modernizing both the air force and its air bases. Even though Yugoslavia had an air force prior to the Second World War, the air bases were not prepared to house the jet-powered modern aircraft.

After the war, Yugoslavia was left with just one modern air base that could accommodate such aircraft, the Batajnica air base near Belgrade. When the first F-84Gs began to take off from it, even the Zagreb-Pleso air base, which served as an air base for 14 Thunderjets, had to be expanded.

The Thunderjets would have likely only been employed by Italy if a conflict between Italy and Yugoslavia had started. Three air sites less than 300 km from Trieste, where many of its F-84Gs may have operated, would have required a large number of sorties to be flown in the event of a conflict. Yugoslavia, on the other hand, had only one-quarter of the Thunderjets compared to Italy.

The crucial point to remember is that only 14 of them, which were flown by experienced pilots, were qualified to conduct combat operations. While Batajnica was more than 500 kilometers from the hypothetical conflict area, Croatia had the only air base that was adequate for the mission. The Yugoslav Air Force was reluctant to employ its expensive jet aircraft in a direct conflict until all of its fighter jets, including the Thunderjets and Sabres, were prepared.

But again, the important logistical topic pops out. Probably the only aircraft, which Yugoslavia would use against Italian Air Force in the dogfights would be the piston-powered Ikarus S-49. Even though Yugoslavia operated Bf-109Gs and Spitfires after the end of the war, the potential use of these world war two aircraft against Italian jets was unlikely.

Yet, the crucial logistical issue came up once more. Very likely the only aircraft that Yugoslavia would employ in dogfights with the Italian Air Force is the piston-powered Ikarus S-49. Even though Yugoslavia continued to fly Spitfires and Bf-109Gs after the war, it seemed improbable that they would be used to take on Italian jets.

Fortunately, the problem was resolved by partitioning the region between Italy and Yugoslavia, preventing any military action between the two nations. The rise in political and military tension between Italy and Yugoslavia in the early 1950s was comparable to the first Berlin Crisis and the rise in tension between the western allies and the Soviet Union, despite appearances to the contrary. With this quick analysis, we can say that the Italian Thunderjets would have ruled the skies over Trieste in the hypothetical battle scenario if both sides would have been equipped with F-84Gs as their first jet aircraft.

Sources:

DIMITRIJEVIĆ B., 2003. Jugoslavija i NATO (Yugoslavia and NATO). Beograd : Tricontinental, ISBN 86-84269-02-0
DIMITRIJEVIĆ B., 2019. The Trieste Crisis 1953: The first cold war confrontation in Europe. Helion & Company Limited, ISBN 978-1-912866-34-2
RADIĆ A., 2020. The Yugoslav Air Force: In the battles for Slovenia, Croatia, and Bosnia and Herzegovina, 1991-1992 Volume 1. Helion & Company Limited, ISBN 978-1-912866-35-9

March 5, 2023 0 comment

History Military

Air Defence Forces/Vietnamese People’s Air Force

by Till Daisd March 2, 2023

written by Till Daisd

A top-level decision was made in June 1963 to combine the VPAF and the Air Defence Forces. On October 22, 1963, a new organization known as the Air Defence Forces Vietnamese People’s Air Force (Phong Khong – Khong Quan Nhan Dan Viet Nam) was established under the leadership of Col. Gen. Phung The Tai. He was assisted by Col. Gen. Dang Tinh.

The ADF-VPAF unified the air force, radar, and air defense units under a single command. The air defense forces were made up of 11 regiments, three of which were devoted to radar units, and 18 companies were in charge of the radar gear. The 919th transport wing and the training wing were both parts of the VPAF at the time (the 910th). It had 83 aircraft on duty, including 44 transports, 12 helicopters, and 27 trainers, and it managed 10 sites that were active and a handful that were still under construction.

The North Vietnamese had a very narrow window of time as the conflict began to develop their air force and air defenses from scratch. They lacked many fighters and were vastly outnumbered by swift jets from the US Air Force and Navy. Also, fighter pilot training was of a much lower level than that of their adversaries.

The problems for the ADF-VPAF were further complicated by the shape of the country, which made defense against fast-flying attackers almost impossible. North Vietnam is 800 km long from north to south but only 70 km wide in the south and 400 km wide in the north. US planes coming in from different directions would frequently give a small heads-up, and the attackers would typically be over their objectives minutes after crossing into the coast. When the fighters were scrambled, it was already too late; the intruders had already left.

The fact that the country is over 60% covered in jungle caused further difficulties for the units trying to move radar equipment. Also, the radar itself has flaws. Coverage up to a height of 500 m to 1000 m worked for up to 40 km, but continuous operation over 500 m was only achievable over flat areas, including the Red River valley and the coastline. In contrast, the radar was only functional over 4000 m in other parts of the country.

Observers had a role to play in spotting low-flying intruders, and look-out posts had been set up. They were able to report on arriving American pilots using radio, but the system was far from perfect because there were only a small number of observation posts and many US aircraft were never found. The Vietnamese air defenses’ early-warning radar capability and poor communication with fighter units were the weakest points in 1966. During this time, the radar equipment and units directly in charge of protecting significant industrial and urban centers were under the responsibility of the ADF-VPAF high command. Nonetheless, they had absolutely no power whatsoever over members of regional defense committees and military districts.

The fact that the air defense system only ran occasionally made things worse for the fighter groups. Without appropriate guidance from the ground, pilots frequently had to use only their eyes to locate their targets. Yet, this did have some advantages because bigger enemy aircraft formations say, eight to ten aircraft could be seen in daylight from up to 15 kilometers away. The North Vietnamese were able to approach the fighter bombers covertly since there was no radar to tell the American pilots that they had been observed.

As they were not allowed to reach areas patrolled by AAA units or SAM sites unless they were returning home at an altitude of 500–600 m, the Vietnamese were only able to fight their enemies in a small portion of the airspace available to them. Within the same defense region, coordinated action between fighters and SAM units was actually uncommon. The command center would grant a pilot permission to operate at a different height in specific circumstances, such as during a chase, when he was completing an attack, leaving a dogfight, or getting ready to land.

There was a significant possibility of “friendly-fire” occurrences. Defense units fired on their own airmen ten times in 1966 alone, downing two MiG-21s and severely injuring the others.

As the conflict continued on, a steady supply of weapons from China, the Soviet Union, and other communist nations was available. There were surface-to-air missiles (SA-2, SA-3, SA-7, SON-4/9, “Fan Song,” and “Low Blow”), fighters (MiG-17/F/PF, MiG-19, MiG-21F13/PF/PFM/MF), radar units (P-12 “Spoon Rest,” P-15 “Flat Face,” P-35 “Bar Lock,” and PRV-11 “Side Net,”), and conventional anti-aircraft artillery weapons (37, 57, 85 and 100 mm). The air defenses also became more effective at night and during the day thanks to a continual training program for pilots and ground troops.

The book “MiG 17 and MiG 19 Units of the Vietnam War” by István Toperczer and Iain Wyllie is available to purchase here.

March 2, 2023 0 comment

Military

The A-10A+ program

by Till Daisd February 21, 2023

written by Till Daisd

It was decided to leave the A-10A Thunderbolt II behind. The “Hog” was never renowned for having cutting-edge technology, and in its post-Operation Desert Storm design, it was only expected to operate until 2018. The Low Altitude Safety and Targeting Enhancement (LASTE) system was installed after the aircraft returned from Saudi Arabia in 1991, and it was intended to be the last significant improvement for the fighter. After then, the A-10 wasn’t going to receive any significant upgrades. The A-10 was not to be one of the main beneficiaries of those advancements as the USAF sought the additional technological advancements that had been displayed in Desert Storm.

According to Lt Col James Marks, before LASTE, an A-10’s ability to locate a target only hinged on the pilot’s competence; ‘When I flew the A-10A in Europe back in the 1980s, you were lucky if the old inertial navigation system [INS] fitted in the jet got you to within a couple of miles of the target due to its propensity for drifting. That was where you made your money as an A-10 pilot, employing effective clock-to-map-to-ground skills. You knew the terrain, which meant that the INS was just a reference point that might get you close to the target. It would get you to the ballpark but it wouldn’t get you to home plate. You had to become very adept at knowing the roads, hills, and valleys. INS gave you some corrections for weapons delivery but not a computed bombsight. LASTE gave us computed bombing, a radar altimeter, and autopilot. The A-10 became quite precise as the “death dot” in the HUD [head-up display] made things a lot easier.’

Even though LASTE had been a success, the A-10 would still require an update if it were to serve for another ten years. A modernization was first suggested in 1997, six years after Desert Storm, and Lockheed Martin was given a contract to serve as the prime contractor and systems integrator. Another contract for engineering and manufacturing development of the Precision Engagement (PE) upgrade program, which would eventually result in the A-10C, was given to the business in 2001.

The A-10 would undergo a number of changes as a result of the PE program. The infrared AGM-65D Maverick missile’s single television monitor in the cockpit would be replaced with two 5×5-inch color multifunction screens. New weapons like the GPS-guided Joint Direct Attack Munition (JDAM) could now be used by the jet thanks to the addition of a HOTAS (hand-on-throttle-and-stick), new computers, upgraded power systems, and a Mil-Std 1760 databus. Even if the USAF had never requested it, the post-PE A-10 would rank among the most technologically advanced aircraft in its arsenal with the addition of a current-generation targeting pod and a data link.

The 1995 Base Realignment and Closure (BRAC) committee’s decision to shut down McClellan AFB and its Sacramento Air Logistics Center, however, almost put an end to the PE program. Since the jet’s first entry into service in 1976, the System Program Office (SPO) has called McClellan AFB home. Throughout the following 25 years, the engineering competence (mainly civilian) needed to work on modifications and maintain the jet operating has grown here. The A-10 SPO relocated to Hill AFB in Utah after McClellan’s closure in 2001, but the knowledge remained there. This instantly led to a knowledge gap when it comes to advancing the PE program.

The Air Force Reserve (AFRes) and Air National Guard (ANG) started working on the A-10A+ project, which would fill the gap between the A- and C-models, out of frustration with the circumstances at Hill AFB and the delayed development of the PE program. It thought that such an update would accommodate its requirements and budget range. To incorporate the A-10 in the preliminary planning for combat operations in Iraq, a proof of concept was started in 2002.

Making the jet work with a targeting pod was the main objective of this effort. Even with the aid of binoculars, the pilot would be able to hunt for targets beyond the range of his visual field. In order to integrate a targeting pod with their A-10As, two squadrons—the 118th Fighter Squadron (FS)/103rd Fighter Wing (FW) of the Connecticut ANG and the 131st FS/104th FW of the Massachusetts ANG—pushed the limits.

The A-10’s adaptable interface module was essential for integrating the targeting pod, in this case, the AN/AAQ-28 Litening II (AIM). Maj Thomas McNurlin, who would eventually run the A-10A+ program, described how it worked; ‘The ANG was in a hurry to get a pod on the A-10 as the immediate goal was to use the A-10 in western Iraq. By attaching a pod to the AIM, and after running a few cables, the jet thought it was still talking to a Maverick missile and the pod thought it was talking to a Block 30 F-16.’

The pod could detect its location in space thanks to the cables’ ability to transmit navigational solutions, which made it possible for it to produce coordinates.

‘At this point, Lockheed Martin was saying there was no way to install a pod without building the A-10C, but the Reserve Guard Test Center basically said, “Oh, really?” The latter entered into a relationship with Northrop Grumman, and engineers from both the test center and the company put it all together. When all of this started to prove worthwhile, Air Combat Command [ACC] decided to forgo the standard fielding process, put the capability on the jets, and deploy them with it. It was a temporary modification to the aeroplane that was ultimately unsustainable. Basically, it was a technology demonstrator that ended up going to war. What the ANG and AFRes needed was a long-term solution to securing a targeting pod capability outside of the AIM without having to wait for the A-10C.’

Requests for Lockheed Martin to help the A-10A+ program as the ANG and AFRes program advanced met with resistance. Under pressure from Lockheed Martin, an effort to collaborate with TRW Aeronautical Systems was also given up. The following candidate for the A+ program was Raytheon Indianapolis, and its engineers closely collaborated with ANG and AFRes staff to fully integrate the targeting pod with the A-10.

The Maverick television monitor was changed for a better display so that passengers could examine the photographs the pod had taken, and a moving map display was added to the cockpit. As many as four software upgrades per week may be made without interfering with the Operational Flight Program (OFP) of the A-10 thanks to the software for the system changes living outside of it.

From its initial flight to operational deployment, the A-10A+ took slightly over a year, with the majority of the flight testing taking place at the ANG/AFRes Command Test Center (AATC) in Tucson, Arizona. The 47th FS, a reserve unit stationed at Barksdale AFB, provided the A-10s that the AATC was testing.

Even though the majority of the testing was carried out by just two jets, there were occasionally three “Hogs” operating out of AATC. Because of the ongoing alterations made to the AATC A-10s, they were known as “Frankenhogs.”
The ANG and AFRes continued the push to enhance the combat capabilities of their jets as quickly as possible, despite the A-10C PE program running concurrently with the development of the A-10A+ and its scope shortly to be expanded to cover the entire “Hog” community;

‘The first units to get the A-10A+ would be the Idaho ANG at Boise, the Pennsylvania ANG at Willow Grove, and the AFRes A-10 units at Barksdale AFB. Half the A-10s in the Guard and Reserves were slated for the initial cadre of jets to be upgraded as part of the C-model conversion. The other half was at the very end of the modification line, so what we did was target those jets that would be last for the C-model upgrade and push them to the front of the line to become A-10A+s. That way, the Guard and Reserve had most of the important flying and fighting capabilities in their upgraded aeroplanes, although not the full mission integration of the C-model. However, all of their A-10s had improved baseline capabilities.

‘In the summer of 2007, the Pennsylvania and Idaho ANG units were sent to Iraq, which marked the first time either A+ or C-model jets had undertaken a combat deployment. The following year, three A-10A+ units combined to deploy to Afghanistan, including aircraft from Whiteman AFB that featured the final upgrades for this version of the jet. The latter included a mission software tape that gave the jet full HUD integration of the information collected by the new systems. By then the A-10A+ featured most of the upgrades installed in the C-model, although it lacked the digital store’s management system that allowed the A-10C to carry JDAM. That was a sacrifice we were willing to live with. When you’re working on the cheap you can’t afford to start adding weapons, as that is when things start to get very expensive very fast.

‘We added three computers and a ton of capability that produced a lot of situational awareness [SA] for the pilots. We put out three full mission software tapes and upgraded 102 A-10s for just $18 million. This figure included development, installation, and all of the contract logistics support.’

The book A-10 Thunderbolt II Units of Operation Enduring Freedom 2008-14 is available to purchase here.

February 21, 2023 0 comment

History

The longest B-17 mission was flown by the Fulton-equipped B-17 when rescued Agent 007

by Till Daisd February 20, 2023

written by Till Daisd

The long-endurance flights of the B-17 were made possible by the placement of another additional fuel tank in the bomb bay

The US Central Intelligence Agency (CIA) formed an uneasy alliance with the nationalist Chinese government in Taiwan after Mao’s communists seized power in mainland China in 1949.

The Republic of China Air Force (ROCAF) and the CIA joined forces to construct the Black Bat Squadron, also known as the 34th Squadron, in 1953. Its duty was to conduct covert aviation operations over the mainland, using B-17s, B-26s, and P-2s to drop agents’ propaganda and gather signals, images, and nuclear intelligence.

By May 1959, the 34th Squadron had just one remaining example of B-17. Former 34th Squadron crew member recalls in Chris Pocock and Clarence Fu’s book The Black Bats CIA Spy Flights over China from Taiwan 1951-1969;

“We were preparing to send our last B-17 back to the US. A Chinese crew stripped the airplane of all the ELINT equipment. But after this work, someone forgot to reconnect the airspeed line to the pilot tube. During takeoff on the subsequent test flight, the airspeed indicator failed to register. But instead of flying by instinct, the Chinese pilot pushed the throttles all the way forward — and fire-walled the engines. He flew round the circuit for an emergency landing. If he didn’t make it on the first pass, he told the tower that he would ditch at sea. Fortunately, a flight engineer from Lockheed was onboard and realized what the problem was. He pulled the throttles back so that a safe landing speed was achieved.”

The Fulton-equipped B-17 that saved 007 in the movie Thunderball had also flown the longest B-17 mission ever (it lasted more than 19 hours and was flown over China by a Taiwanese pilot)

This final B-17 did perform a few more missions over the mainland in late 1959 and early 1960, even though the P-2 Neptune (named P2V by the US Navy before September 1962) was unquestionably superior for Signals intelligence (SIGINT) operations. One of these may have been the longest flight a B-17 has ever made, anywhere in the world.

A crew led by Col. Li De Feng flew the old wartime bomber over the provinces of Guangdong, Hunan, and Guizhou on February 26, 1960. They then continued over the Yunnan plateau before making a roughly identical return trip. For this flight, which took off from Hsinchu at 1600 on February 26, 1960, additional fuel tanks were fitted. They didn’t come back until 11:10 the following morning, which was 19 hours and 10 minutes later!

Notably, a display in the old 34th Squadron museum claims that this flight lasted 20 hours and 40 minutes! Long-distance flights in the B-17 were made possible, in accordance with former Black Bat pilot Dai Shu Qing, by the installation of an auxiliary fuel tank in the bomb bay. On the P-2, a comparable tank was added.

But in November 1960, the B-17 left the 34th Squadron. In 1961, it was delivered to the Skunk Works, where the ATIR jammer was installed in preparation for yet another secret mission. Four new engines have to be installed. The B-17 was subsequently fitted with the Fulton Skyhook and flown in Operation Coldfeet when it dropped and then extracted two Americans who investigated an ice station that the Soviet Union had abandoned in the Arctic. The same B-17, as demonstrated in the video below, rose to fame when the Skyhook was employed to pick up James Bond and his love interest at the conclusion of the movie Thunderball.

The Black Bats CIA Spy Flights over China from Taiwan 1951-1969 is published by Schiffer Publishing and is available to order here.

Photo by Screenshot from video and unknown

February 20, 2023 0 comment

History

Marinos Mitralexis, the Greek pilot who downed an enemy bomber by ramming its tail

by Till Daisd February 16, 2023

written by Till Daisd

An enemy aircraft’s rudder was destroyed when Mitralexis, who had already shot down one bomber, pointed the nose of his PZL P. 24 directly at the bomber’s tail. This caused the bomber to lose control

During World War II, Marinos Mitralexis served as a pilot for the Greek Air Force (Greek: Μαρίνος Μητραλέξης, 1916–1948). On November 2, 1940, he downed an enemy bomber by ramming its tail, cementing his legendary status.

In 1916, Marinos D. Mitralexis was born in Mila Messinias. In the summer of 1938, he graduated as a Second Lieutenant from the Hellenic Air Force Academy, where he had enlisted. He was assigned to the 22nd Pursuit Squadron, headquartered at Thessaloniki’s airfield, for the duration of the subsequent Greek-Italian War (October 28, 1940, to April 7, 1941).

Thessaloniki was the destination of a squadron of 15 Italian CANT Z.1007 bombers on November 2. The 22nd Squadron of the Greek PZL P.24 Fighters quickly spotted and intercepted them. Three of the bombers were shot down during the dogfights, while the remaining aircraft made it to their destinations before beginning to make their way back to their base in Albania. Mitralexis, who had already shot down one bomber, was now out of ammunition, so he aimed the nose of his PZL P. 24 right into an enemy bomber’s tail, shattering the rudder and sending the bomber out of control.

Then, 20 kilometers north of Thessaloniki, near the town of Lagadas, he had to do an emergency landing close to the bomber that had crashed. After landing, Mitralexis noticed the four enemy bomber crew members still alive and, after giving them an honorable salute, used his pistol to capture them. Sadly, the collision claimed the life of the Italian bomber’s fifth crew member.

The incredible story of Marinos Mitralexis, the Greek pilot who brought down an enemy bomber by ramming its tail and arrested its crew

Brussolo Garibaldo, the bomber’s pilot, reported: ”Our Squadron, consisting of five bombers, accompanied by a pursuer, received an order to carry out the bombing of Thessaloniki. It was November 2, 1940. As we approached the target, we came across a heavy anti-aircraft fire barrier, which shot down one of our bombers. But when we flew over Lagadas, we could see three Greek PZLs. They chased us, so one of our bombers hit the gas tank, drove away from the Squadron, and crashed near the Greek-Albanian borders. The formation of the other three of our planes was disbanded, chased by the Greek pursuers. My plane was attacked by a Greek pursuer and when its pilot exhausted all his ammunition, he rushed against it and with the propeller of the plane destroyed the tail rudder of mine which could no longer be controlled. As we were at an altitude of 7.000 feet, we managed to use our parachutes and land in a field in the area of Lagadas. A short distance from us, a little later, due to serious damage to the propeller of his plane, our opponent, rushed toward us and told us that his name was Mitralexis. After he saluted us, he shook my hand in a very friendly and comradely way. I handed over to Mitralexis, who during our transfer to Thessaloniki, did not fail to tell me that he is happy for our acquaintance, I admire his self-sacrifice, kindness, and generosity, and in return for his kind feelings, as a souvenir of our acquaintance, my personal ID card.”

Mitralexis received a promotion and numerous medals for this extraordinary act, including Greece’s highest honor for valor, the Gold Cross of Valor. During the conflict, he was the only Air Force officer to receive it. He and the remaining Greek Air Force soldiers and planes escaped to North Africa to join the Allied forces there when Greece submitted to Germany (in April 1941).

Regrettably, Marinos Mitralexis perished in an Airspeed Oxford disaster in the southern Aegean Sea in September 1948 while on a normal training flight.

Source:

Photo by

Hellenic Air Force
ww2wrecks.com
greekcivilwar.worldpress.com
pentapostagma.gr

February 16, 2023 0 comment

History

A German Arado Ar 196 reconnaissance seaplane engaged six RAF Spitfires during the Battle of Britain

by Till Daisd February 14, 2023

written by Till Daisd

The RAF discovered that, in the hands of a skilled pilot, the Ar 196 might prove to be an unexpectedly lethal adversary

The Arado Ar 196 may have been the best shipborne reconnaissance seaplane of World War II after winning a 1936 design competition organized by the Reich Air Ministry over rival biplanes. The Ar 196 was a catapult-launched floatplane that flew a variety of combat missions during World War II, including coastal patrol, submarine hunting, light bombing, general reconnaissance, and convoy escort sorties. It replaced the Heinkel He 60 biplane as the standard floatplane aboard the Kriegsmarine’s capital ships.

Spitfires were also brought down by the Ar 196 during the Battle of Britain.

As told by Peter de Jong in his book Arado Ar 196 Units in Combat, during the late afternoon of Aug. 15, 1940, Staffelkapitän Hauptmann Gerrit Wiegmink and his observer, Leutnant Zur See Dietrich Schlenker, were airborne over the Strait of Dover in Ar 196A 2 T3+DH, no doubt looking for one of 75 aircraft lost by the Luftwaffe that day when suddenly Schlenker spotted ten Spitfires approaching low over the sea, Wiegmink afterward reported;

‘At dashing speed, the ten Spitfires closed in, assuming a wedge formation and opening fire at 1000 m. Bullets from 80 machine guns were all around us as we made for the French coast at full throttle. Suddenly, I felt a violent beat on my right shoulder. Hit!’

They were actually attacked by six No. 266 Sqn Spitfire Is that had been scrambled from Manston in order to intercept a “He 115 seaplane” that had been spotted on radar 19 km (12 miles) off Deal. But on that day, the RAF discovered for the first time—as the article’s main photo illustrates—that the Ar 196 could be a shockingly lethal foe if flown by a skilled pilot, as Wiegmink undoubtedly was;

‘When the fighters were at about 600 m, I simply threw the aircraft around, and in a steep turn, I headed straight into the charging Engländer, firing at one and keeping it in my sight until it passed three meters over me trailing a long white smoke plume. It broke out of its formation and, rapidly losing altitude, disappeared towards the English coast. I don’t know if it made it.

‘The enemy fighters regrouped and again attacked my aeroplane from behind. I had to fly as low as possible to prevent an attack from below. There were four, five, maybe six attacks. Again I threw the Arado around, smack into the enemy formation. Again and again. My observer must have been killed during the third attack. Until then, he calmly returned fire and still found time to call the distance and position of those enemy aircraft for me as I could not see them myself. In doing so, he had enabled my first counterattacks.

During the Battle of Britain, a lone German Arado Ar 196 reconnaissance seaplane fought against six RAF Spitfires. And shot one down. — A German Arado Ar 196A-2 (OU+AR) seaplane taxiing.

‘The enemy fighters changed tactics. A few took position further back on both of my sides, so I would still have fighters in my neck if I turned towards them. It was hopeless. Already pieces of skin were tearing off the wings. The glass canopy shattered. My head shivered and my hand also jerked.

‘During the battle, I had been approaching two German R Boote, hoping that they would engage the pursuers. My Arado’s engine had also been hit and ran very irregularly. But finally, in an abrupt left turn, I caught a Spitfire in a right turn from below and shot my ammunition into this opponent. I saw a black smoke plume, and in a flash witnessed the Spitfire going down.

‘My brave Arado, which had kept me in a battle against a tenfold superior enemy for 15 minutes, now gave up. I crashed into the water almost simultaneously with the second Spitfire I had shot down. It all went so fast. I saw how my Arado alighted with one float down. I experienced the splashing of the impact, the roaring whirl of the spray, and, suddenly, a dark green veil that engulfed me. The Arado turned over, going underwater immediately but held up for a few seconds by the least shot-up float. This was enough time for me to free myself, and already almost unconsciously I must have crawled through the shot-up canopy. The float was still afloat, but when I wanted to cling to it, it sank.

‘Twenty minutes later I was picked up by one of the R Boote. A sailor dressed my shoulder wound and found that I also had a wound in the back of my head.’

Schlenker most likely passed away before the floatplane went down. Due to Wiegmink’s shooting down of Sgt. Frederick Hawley’s Spitfire I N3189 that day, another Spitfire was allegedly damaged, according to Wiegmink.

Arado Ar 196 Units in Combat is published by Osprey Publishing and is available to order here.

Photo by Mark Postlethwaite via Osprey and U.S. War Department

February 14, 2023 0 comment

Military

How 40 y.o. Kadena’s F-15 Eagles are still able to maintain air superiority in the Indo-Asia

by Till Daisd February 13, 2023

written by Till Daisd

It’s feasible that someone who hasn’t even been born yet will one day fly an F-15 Eagle

For more than 40 years, the F-15 Eagle has protected the skies with a track record of performance unlike any other fighter jet in aviation history, as detailed by Senior Airman John Linzmeier, 18th Wing Public Affairs, in his article F-15 Eagle: Timeless airframe with modern capabilities.

The fact that the Eagle boasts an unrivaled air-to-air kill ratio of 104 to 0 backs up this allegation.

Without the improved armament systems, this astounding achievement would not have been possible.

Despite the fact that the airframe has aged, generations of maintainers, engineers, and pilots have worked tirelessly to keep the aircraft lethal, innovative, and relevant in today’s world.

“When you think about fighters and their general lifespan it’s absolutely less than a decade,” said Capt. Matthew Selby, 44th Fighter Squadron F-15 pilot. “Sometimes they’ll dominate the skies for three or four years and then it’s done, but this jet has been managed so well that it’s been at the top of the fighter community the whole time.”

The Eagle’s pulse-Doppler radar system, which Selby described as probably one of the best in the world, is one of the ship’s most valuable assets. It allows pilots to monitor targets that are beyond visual range while looking up at high-flying targets and down at low-flying targets without being distracted by ground clutter.

The inside of today’s Eagles is a visual combination of old and new technologies, and it looks almost identical to the first F-15s built in the 1970s. The analog gauges and altimeter stand in stark contrast to the sophisticated computer systems and instrumentation.

A state-of-the-art heads-up display is projected on the windscreen above the knobs, dials, and instruments. It is readily visible in all lighting circumstances and presents all vital flight information acquired by the integrated avionics system.

Upkeep is one of the most significant components of extending the fighter’s lifespan out of all the obstacles that come with it. According to Selby, the plane was supposed to fly for roughly 2,000 hours, but several of the planes on Kadena’s flight line are approaching 9,000 hours.

The F-15C and D variants were still fresh off the production line when the Eagle’s wheels first hit Kadena Air Base Flightline in the fall of 1979.

According to Senior Master Sgt. Ryan Schettler, 44th Aircraft Maintenance Unit lead production superintendent, Kadena’s fleet of more than 50 Eagles are high-performance machines that aircrews push to their elastic limits daily to maintain combat mission readiness.

Maintenance Since the Eagle’s introduction in the 1970s, airmen have been working around the clock to inspect, repair, and replace every aspect of the plane to maintain its safety and optimal performance.

“Despite its lasting legacy, many factors pose extremely high challenges for our team to deliver safe, on-time, and reliable aircraft to our aircrew,” said Schettler. “Our maintainers take on these challenges with an ‘all in’ effort to produce the world’s best on-equipment aircraft maintenance every single day.”

The pilot’s skill set, which is developed via regular and realistic training, is one of the last components enabling the F-15 to dominate the skies, with superb staff ensuring the technology is up-to-date and working correctly.

“Our constant training is really what allowed us to attain such an unbeatable record,” said Selby. “Something different happens every time we fly, so when our pilot encounters a problem-set, he’ll have the knowledge base to choose the best game plan to move forward.”

When coupled with other aircraft, the F-15’s capabilities are most effective. If Japan is attacked, the Eagles can link up with local F-22 Raptors to provide defensive counter-air support, allowing the threat to be mitigated from various perspectives.

They can readily accompany a B-52 Stratofortress from Guam in a counter-air-support operation as a reprisal.

Several pilots in the 44th and 67th fighter squadrons are second-generation family members who have flown the plane. Selby believes that because the F-15 has a lifespan till 2040, someone who hasn’t even been born yet could one day become an F-15 pilot.

The F-15 Eagles of Kadena spend the majority of their time in the air doing training missions rather than actual air-to-air combat, although several carry green stars on the side confirming kills from a previous fight. Fortunately, there hasn’t been a need to add more green stars to the sides of aircraft, demonstrating how successful force projection can be in keeping the US and ally foes at a distance while maintaining peace in the Indo-Asian Pacific region.

Photo by Airman John Linzmeier, Airman 1st Class Zade C. Vadnais, Senior Airman Maeson L. Elleman, Staff Sgt. Stephany Richards and Senior Airman Devin Nothstine / U.S. Air Force

February 13, 2023 0 comment

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