Tag:

military

A photograph of a disassembled US Navy EP-3 Aries II on the 20th anniversary of the Hainan incident

by Till Daisd March 11, 2023

The Chinese Marine Corps posted the main image of this post on April 1, 2021, the 20th anniversary of the infamous Hainan Incident

The main photograph of this article, which was first spotted by Scramble Magazine, was issued by the Chinese Marine Corps on April 1, 2021, to commemorate the 20th anniversary of the infamous Hainan Incident. It features a group of marines in front of a dismantled US Navy EP-3 Aries II.

After colliding with a People’s Liberation Army Navy (PLAN) J-8II interceptor over the South China Sea on April 1, 2001, this US Navy EP-3E Aries II ((BuNo 156511), assigned to VQ-1 “World Watchers,” made an emergency landing at Lingshui Airbase, Hainan Province, China. When the damaged US aircraft made an emergency landing on Hainan Island, the Chinese jet and its pilot, Lieutenant Commander Wang Wei, perished. Before landing, the crew destroyed as much classified info as they could.

The U.S. was forced to pay to have the plane disassembled and moved when the Chinese refused to let it be flown off the island. The Chinese also demanded $34,567.89 from the United States to cover the cost of the 24 crew members’ lodging and food for 11 days.

The next image, however, is a unique historical record whose numbers, according to China’s official Xinhua news agency, unmistakably show the parts of the EP-3E ARIES II surveillance plane damaged during the incident. The broken propeller tip on the plane’s far right, as well as the missing radome (nose), are all clearly visible to the reader in this photograph of the damage to the aircraft.

Chinese Marine Corps releases photo of a group of marines in front of a dismantled US Navy EP-3 Aries II on 20th anniversary of the Hainan Incident

Photo by Chinese Marine Corps and Lockheed Martin

March 11, 2023 0 comment

History

The first CSAR missions and the story of “Sandy”

by Till Daisd March 10, 2023

written by Till Daisd

“With over 150 holes in the airplane – one in the right-wing big enough to jump through – he was fortunate to be able to get the Skyraider back to Udorn. But we all survived,” Glen Mackey, A-1 pilot with 1st ACS

The Douglas AD Skyraider, which was created for the U.S. Navy during World War II, nearly disappeared before it had a chance to shine during the Vietnam War when it proved to be an excellent choice for providing close air support (CAS) to ground forces.

But, the Skyraider’s greatest contribution to the war was its support of search and rescue (SAR) missions. The fact that lone helicopters were too vulnerable to carry out combat search and rescue (CSAR) operations actually became starkly obvious early in the conflict. Due to this, a SAR task force decided in 1965 that rescue helicopters would operate in pairs and that Skyraiders would offer rescue escorts.

Initially, American Navy A-1s were used to carry out missions of this nature, but by the middle of August 1965, the 1st Air Commando Squadron (ACS) had dispatched a flight of A-1Es to Udorn Royal Thai Air Force Base (RTAFB), Thailand, to cover F-105 air strikes into high-threat areas. The U.S. Air Force’s (USAF) sophisticated CSAR program officially began with this action.

The first CSAR missions and the story of how the A-1 Skyraider became known as — A single-seat A-1H from the 6th Special Operations Squadron providing close air support in 1968.

The legendary callsign “Sandy” was created in late 1965 by Capt. J.W. “Doc” George during an A-1 replacement flight to one of the numerous A-1 groups that rotated through Udorn, as detailed by Wayne Mutza in his book The A-1 Skyraider in Vietnam. Actually, it was George’s Bine Hoa departure callsign. He was asked what call sign he would like to use while in Udorn after landing there. “Sandy,” was George’s response. In addition to George’s replacement keeping the callsign, any Skyraider assigned to the SAR mission also adopted it.

Glen Mackey, an A-1 pilot with 1st ACS at the time, tells Mutza about the early stages of the Sandy operation. On September 20, 1965, Mackey and Maj. Lou Gang, who was in charge of a flight of Skyraiders from the 602nd Fighter Squadron (Commando) at the time, got the opportunity to fly in support of a SAR mission. The mission’s objective was to save the F-105’s downed pilot. “We arrived on the scene in the afternoon, in good weather, guided to the site by three remaining F-105s, who were circling at about 12,000 feet. The Air Force rescue helicopter capability at that time consisted mostly of HH-43 ‘Huskies’ positioned at NKP [Nakhon Phanom Royal Thai Air Force Base]. We were advised that two were on the way. We picked up the survival radio beeper almost immediately and circled over the area, which was hilly and completely covered with trees. The HH-43s arrived shortly thereafter.”

As Mackey recalls, Makckey and Gang circled the area once more while homing on the survival radio. “The survivors noted the helicopter and popped red smoke; the HH-43 went into a hover and started to lower the sling. I remember thinking, ‘This is really a smooth operation.’ Suddenly, the rescue helicopter was shot down, crashing almost on top of the survivor. We had seen no ground fire until then. It happened so fast that I didn’t actually see the crash. We called in Huskie number two, who started taking fire immediately on arrival in the area. He shortly called an abort, stating he had a crew member hit and was leaking fuel in the cabin.”

To give the fighters a chance to reach the downed crews, Mackey and Gang called all the local fighters and started launching airstrikes around the crash site. “We stayed in the area for about two hours until dark, trying to give the survivors the best shot at evading. One of the helicopter crew almost made it to the Thai border before being captured. When we got back to Udorn we counted about a dozen holes in the aircraft. A score of the day: one F-105 and one HH-43 down; one HH-43 and two A-1Es damaged; and no rescues. […] I thought, ‘This is going to be a very interesting month’.”

Later that month, Mackey’s flight was able to cover the successful retrieval of an F-105 pilot who had been down near Dien Bien Phu, but they also experienced two incredibly difficult and unsuccessful missions involving an F-105 and an F-4C. “Capt. Doyle Ruff took major damage from a large gun he ran across near Route 6 west if Hanoi while we were looking for the F-105 pilot in poor weather. With over 150 holes in the airplane – one in the right-wing big enough to jump through – he was fortunate to be able to get the ship back to Udorn. But we all survived.”

The video that follows, which is actually a fantastic aerial sequence from the film Flight of the Intruder, will give you an idea of what a Sandy sortie looked like.

The A-1 Skyraider in Vietnam is published by Schiffer Publishing and is available to order here.

March 10, 2023 0 comment

Military

The first employment of de Havilland B Mk IV Mosquito

by Till Daisd March 9, 2023

written by Till Daisd

The groundbreaking new de Havilland B Mk IV Mosquito was ultimately delivered to the Blenheim-equipped No 105 Sqn of No 2 Group at Swanton Morley airfield in Norfolk in November 1941, making them the RAF Bomber Command’s first unit to use it. The bomber/photo-reconnaissance (PR) prototype (W4050), which had taken to the air on November 25, 1940, was the only one in use by 1941. A lengthy and occasionally unpleasant development phase preceded the start of production, and at one point the project was almost completely abandoned. Before it had left the drawing board, de Havilland executives at Hatfield believed that their two-crew, unarmed, wooden bomber design, which relied solely on speed to outrun opposing fighters, was a winner.

Nonetheless, unarmed bombers were a sin in London at this time. On December 30, 1940, de Havilland finally obtained a contract for 150 Mosquitoes, but it was unclear how many would be fighters, how many photo-reconnaissance models, or even how many would-be bombers. The fighter variant received approval in June 1941. The Air Ministry was only convinced to order a wooden, unarmed bomber version the next month after de Havilland made a concerted effort, particularly when the Mosquito was observed to perform as the company had promised.

The prototype, which had Merlin 21 engines with two-speed, single-stage superchargers, had attained 255 mph during testing in December 1940. W4050 tested at 6000 feet on January 16th, 1941, then at 28,500 feet in July (this time powered by Merlin 61s), the aircraft reached 433 mph! After ultimately approving the bomber type, the Air Ministry placed an order for 50 aircraft, each of which could carry four 250-lb bombs. Also, it was stated that the final 10 of the 19 PR Mosquitoes that were contracted should be finished as unarmed bombers.

The B IV Series I was the name given to this aircraft, which kept the early variants’ short nacelles. The B IV bomber prototype, W4072, made its first flight on September 8th, 1941. The 27 B IV Series II bombers that were later converted into PR Mk IVs had longer nacelles, which set them apart from the 292 B IV Series II bombers that followed. These bombers could also carry two 50-gallon droppable wing tanks in addition to a 2000-lb bomb load by simply shortening the tail stabilizer of each bomb. De Havilland Chief Test Pilot Geoffrey de Havilland Jr. flew over the airfield in W4064 on November 15, 1941, leaving No 105 Sqn’s OC, Wg Cdr P H A Simmons DFC, and his crews in awe.

In terms of performance and power, the “wooden wonder” was a far cry from the Blenheim, and Geoffrey de Havilland gave the group a magnificent display of flying by racing low across the grass airport at a low altitude of 500 feet while traveling at a speed of about 300 mph. The Mosquito was then placed into a vertical bank by the Hatfield test pilot at a height of around 3000 feet before being brought into a tight circle that left vapor trails from the wing tips. The only crew members who weren’t impressed were the air gunners, who were no longer needed on the Mosquito while the navigators would need to learn how to use the radio.

On 17 November W4066- the first Mosquito bomber to enter RAF service was received at Swanton Morley by the AOC No 2 Group, AVM d’Albiac, and his staff. Horsham St. Faith, a suburb of Norwich, became the new home of No. 105 Sqn in December. Due to the necessity to create the 500-pound bomb with a shortened vane, which would let the Mosquito to carry four of them instead of only one 250-pound bomb, deliveries of the new aircraft were delayed.

Only eight Mk.IVs were in service by the middle of May 1942, and one of them (DK286) was equipped with the new Mk XIV bomb sight for operational testing. Another had the Lorenz beam approach equipment.

The de Havilland bomber made its combat debut at daybreak on May 31, 1942, in the wake of the RAF’s first-ever “Thousand Bomber” mission, which had attacked Cologne. No 2 Group was eager to dispatch Mosquitoes on operations as soon as possible. Four Mk IVs took off from Sc Faith equipped with 500-lb bombs and F.24 cameras and dropped their ordnance on the recently destroyed city; the first Mk IV was piloted by Sqn Ldr AR Oakeshott DFC.

The outcomes of Operation Millennium were then swiftly captured on camera before they headed back to base. Oakeshott was the first to arrive at the target location, flying above Cologne at a height of 24,000 feet and dropping his four bombs. The squadron leader’s photo run was impeded by smoke that had by this point settled at 14,000 ft from the “Thousand Bomber” raid. While two other Mosquitoes (flown by Pit Offs W. D. Kennard and E. R. Johnson) were shot down by anti-aircraft fire above the target area, Oakeshott dutifully made it back to Norfolk.

The following day, just after noon, two crews—Plt Off Costello Bowen and Wt Off Tommy Broom, as well as Flt Lt J E Houlston and Flt Sgt J L Armitage—again bombed Cologne from a great height, but this time they both made it back without injury. Later that afternoon, Sqn Ldr R J Channer DFC took off and flew through a dense cloud to a distance of just 60 miles from the city before descending quickly to a low level at approximately 380 mph to capture more pictures. Two more Mosquito B Mk IVs left for Cologne that evening, but just one made it back.

The second “Thousand Bomber” raid, which was conducted against Essen on June 1/2, and the third and final raid, which was launched against Bremen on June 25–26, both employed the same tactics by the Mosquitoes at Horsham Sc Faith. Flg Off and Flt Lt D A “George” Parry Victor Robson made a solo, two-hour, five-minute flight to Essen and dropped their four 500-16 bombs on the target, but once more, smoke prevented photos.

No 105 Sqn B Mk IVs conducted bombing and photo-recce sorties on June 25–26, both during and following the third “Thousand Bomber” operation. For the upcoming operations, experience from these initial sorties was beneficial. No. 139 Sqn was established at Horsham Sr Faith on June 8th, in between these historic Bomber Command operations. The unit, commanded by Wg Cdr Peter Shand DFC, was made up of crews and a few Mosquito Mk IVs from No 105 Sqn. The U-boat yards at Flensburg were attacked by four aircraft from No. 105 Squadron at a low altitude on July 2 while two Mosquitoes from No. 139 Squadron bombed the same target from a higher altitude.

The U-boat yards at Flensburg were the target of the two units’ first combined attack on July 2, when four aircraft from No. 105 Sqn attacked from a low altitude while two Mosquitoes from No. 139 Sqn bombed the same target from a high altitude.

Two Mosquitoes were destroyed by German fighters, with Gp Capt J C MacDonald being made a PoW and the recently-promoted Wg Cdr AR Oakeshott DFC being killed, along with his navigator Fig OffV F E Treherne DFM. While Flt Lt GP Hughes was being pursued by two more Fw 190s after being hit by flak, Sqn Ldr Jack Houlsron was coming off the yards being followed by three Fw 190s. By hugging the wave tops and using +12 lbs of boost, both pilots successfully made their getaway and outran their pursuer.

As a distraction for 44 Lancasters deployed to bomb the U-boat yards at Danzig, six Mosquitoes from No 105 Sqn bombed the Flensburg yards once more on July 11. Flt Lt G P Hughes and Fig Off T A Gabe were killed when their Mosquito crashed, presumably as a result of flying too low. Plt Off Laston returned with part of his fin torn away by flak. Sgt. Peter W. R. Rowland, on the other hand, had a bit better luck because DK296’s nose was still filled with chimney pot fragments when he returned to Horsham!

The remainder of July witnessed a variety of daylight operations against targets at Ijmuiden, in Holland, and cities throughout Germany, including low- and high-level bombing as well as bombing employing cloud cover. The main goal of these operations was to activate the air raid sirens, which caused the greatest amount of interruption to German industry.

The book “Mosquito bomber/fighter-bomber units 1942-45” by Martin Bowman is available to purchase here.

March 9, 2023 0 comment

Military

How A-10 Warthog’s 30 mike-mike GAU-8/A Avenger cannon maintenance is performed

by Till Daisd March 9, 2023

written by Till Daisd

Functionality inspections are painstaking procedures; even a minor mistake can result in weapon failure or worse.

The USAF’s A-10 Thunderbolt II is the first aircraft specifically designed for providing close air support (CAS) for ground forces.

The US and its allies have found its combination of large and diversified ordnance load, lengthy loiter time, precise weapons delivery, austere field capability, and survivability to be vital.

As a result, when CAS is called to fight, the A-10C Thunderbolt II armament systems have no margin for error.

U.S. Air Force Senior Airman Clay Thomas, 355th Aircraft Maintenance Squadron load crew member, loosens paneling screws from an A-10C Thunderbolt II at Davis-Monthan Air Force Base, Ariz. The panels are removed to perform maintenance on the A-10’s GAU-8/A Gatling gun.

To ensure that the mission of the A-10 is successful, the armament flight of the 355th Equipment Maintenance Squadrons (EMS), which is in charge of loading ammunition and disassembling weapon systems for inspection and cleaning, must guarantee that all systems are fully operational and prepared for use.

“Our jobs as weapons personnel means we cover everything weapon-related including working on the gun system, bomb systems and loading the jet with live ammunition,” Staff Sgt. Justin Fuller, 355th EMS gun section supervisor said.

The Hog’s main weapon, the 30 mm GAU-8/A Avenger Gatling gun, has periodic maintenance depending on usage and time. Weapons crew members start by removing panels from the A-10’s nose to its underbelly, completely exposing the gun and all of its parts.

“The 30 mm gun system consists of three components, the Gatling gun itself, the hydraulic drive motor, and the drum which holds up to 1,500 rounds of ammunition,” Fuller commented.

Then the cannon is taken off and given to the armament flight for inspection and cleaning, as described by Master Sgt. Jerrime Williams, 355th EMS armament flight NCOIC: “We inspect it after every 25,000 rounds fired or 36 months. The system comes in, we do a clean, lube it, and change out certain parts.”

The armament flight dismantles the system down to its bare essentials, removes the grease and lubrication, and then leaves a silver gun’s skeleton behind. Before assembling it back, give gears and other moving parts fresh oiling to ensure minimum friction. A final inspection is then conducted.

“We go over every part to ensure there [are] no cracks, rust, or wear and tear,” Williams said.

GAU-8/A Avenger — U.S. Airmen from the 355th Aircraft Maintenance Squadron’s armament flight, remove the forward rotator from a GAU-8/A Gatling gun for cleaning and inspection.

Functionality assessments are painstaking operations, and even the tiniest mistake might result in weapon failure or worse, “If an inspection isn’t performed correctly, it could put not only our pilots, but our sister services and ground troops in danger,” Williams said.

The cannon is returned to its proper location when the final checks are completed, and the A-10 is ready for its next mission, whether it is in training or war.

The Hog’s large combat radius and quick takeoff and landing capability make it possible to operate in and out of places close to the front lines. The A-10 can loiter near conflict locations for extended periods of time thanks to these unique qualities.

“The A-10 is mainly [used for] ground support which means it is used when our troops are getting shot at,” Fuller said. “When I fully load a jet with bombs and ammo and it comes back with nothing, I feel proud, because I know that what I did was directly involved with saving lives.”

GAU-8/A maintenance — U.S. Air Force Airman 1st Class Joel Balmforth, 355th Aircraft Maintenance Squadron armament member, removes the mid-barrel support assembly from a GAU-8/A Gatling gun for cleaning and inspection.

Source: Gunning for Success, Airman 1st Class Ashley Steffen, 355th Fighter Wing, and U.S. Air Force; Photo by Airman 1st Class Ashley N. Steffen and Master Sgt. Scott Thompson / U.S. Air Force

March 9, 2023 0 comment

History

When A-10 Tank Busters shot down 2 Iraqi helicopters during Operation Desert Storm

by Till Daisd March 9, 2023

written by Till Daisd

“I put another 100 rounds down, and the helicopter jinked right into the last burst; the helicopter looked like it had been hit by a bomb,” Capt. Robert “Swaino” Swain, A-10 pilot

The Fairchild Republic A-10 Thunderbolt II was built for quick-response support against enemy ground forces, close air support (CAS) of friendly ground forces, and attacking tanks and armored vehicles. It was the only production-built aircraft used by the U.S. Air Force (USAF) that was created specifically for CAS, and it entered service in 1976. By guiding other aircraft in strikes on ground targets, it supports forward air controllers airborne (FAC-A). OA-10 is the designation for aircraft used primarily in this role.

During Operation Desert Storm in 1991, the A-10 saw its first employment in actual combat, resulting in the destruction of more than 900 Iraqi tanks, 2,000 other military vehicles, and 1,200 pieces of artillery. With their powerful GAU-8/A Avenger cannon, the A-10s also brought down two Iraqi helicopters during the campaign.

Capt. Robert “Swaino” Swain of the 706th Tactical Fighter Squadron (TFS) shot down an Iraqi Bo-105 helicopter while flying the A-10A No. 77-0205 on February 6. This was the first A-10 air-to-air victory. As explained by Donald J. McCarthy, Jr. in his book “The Raptors All F-15 and F-16 aerial combat victories,” Swain (call-sign SAVAGE 01) had just attacked two Iraqi tanks with Maverick missiles in central Kuwait when he observed strange movement some distance from his position. He recalls: “They weren’t putting up any dust and were moving fast over the desert.”

BRRRRRRTTTTTT!!!! How USAF A-10 tank busters shot down two Iraqi helicopters during Operation Desert Storm — Munitions specialists from the 23rd Tactical Fighter Wing, England Air Force Base, La., load 30mm rounds of ammunition into an A-10A Thunderbolt II attack aircraft for its GAU-8/A Avenger cannon prior to a sortie in support of Operation Desert Storm.

White phosphorus (WP) rocket was used by one of the coalition’s FAC-As to mark the ground, which assisted everyone else to focus on the targets.

In Craig Brown’s book Debrief: a complete history of U.S. aerial engagements 1981 to the present, Swain describes how the air engagement occurred: “I decided to get a close look, and tried to get a visual identification by over-flying the two helicopters at 5-6,000 feet. They must have seen me because then they split up and started taking evasive maneuvers. The one helicopter to the north broke away and headed to a known Iraqi police station/camp, while the other continued southwest. Once it was determined that there were no known friendlies in the area and that one of the helicopters flew to a known enemy site, I determined that the remaining flying helicopter was also a bandit, and decided to destroy it. I gave the first shot to my wingman, Lt White, but his slant range was beyond two miles, and he misjudged his shot and missed. I then decided that, since I was overhead the target, I would take a shot. I armed my gun but also un-caged my AIM-9 heat-seeking missile. I was fairly steep (65-70 degrees), and tried to lock up the helicopter twice, but the missile kept breaking the lock because of the size of the target, distance away, and the surrounding terrain. Prior to pulling off the target I decided to also shoot the gun and put about 75 rounds out, but thought I had missed. I then extended away from the target and tried a second pass. I noticed that the helicopter was flying erratically, but I still managed to miss to the left with my first burst of 100 rounds, retook aim, fired another 100 rounds, and missed right. Knowing I was pressing the minimum altitude for the kill box, I put another 100 rounds down, and the helicopter jinked right into the last burst; the helicopter looked like it had been hit by a bomb.”

A-10A No. 81-0964 pilot Capt. Todd “Shanghai” Sheehy of the 511th TFS repeated this on February 15 when he used his Avenger to bring down a Mi-8. McCarthy claims that Sheehy (call-sign SPRINGFIELD 27) discovered the “Hip” in his operational area while flying his twenty-seventh combat sortie close to the highly protected city of Karbala. Shanghai responded swiftly and used his 30 mike-mikes to engage the Iraqi aircraft.

Sheehy describes to Brown the way he handled the engagement: “Things were happening fast; the helicopter moving quickly across my canopy, the altimeter unwinding and approaching 8,000 feet, and the potential threat all distracting me as I settled the gun cross out in front of the target.

No friendly helos would be in this area, I thought.

What about the AIM-9? No, the desert sand is probably hotter than the target-it’s good gunshot.

I can see it pretty clearly now… Man, that IS an enemy helicopter-looks like a Mi-8 “Hip” with rocket pods… Pull the trigger!

As my heart pounded in my chest and all these thoughts surged through my mind I was pulling the trigger. The gun was firing, but it seemed distant. Suddenly the distortion of time and space stopped, and I fully realized what was happening; the altitude in the HUD was rapidly passing five thousand feet as I came off the trigger and pulled and jinked to the right, away from the big guns [Sheehy had been shot in the same area two days before by 23, 37, and 57mm AAA].

‘Looks like the second half of the burst got it,” Jay [First Lieutenant Jay Keller of the 76th TFS, who was Sheehy wingman for that mission] reported excitedly, as I jinked for all I was worthwhile aware of all the small white ‘clouds’ of exploding AAA around my canopy.

[…] I quickly asked COUGAR [the AWACS call sign) if he had any further contacts, to which he answered me negative. I then told him I had found the contact, as I got my first look at the target since rolling in and pulling the trigger. Through the smoke and dust, it appeared to still be intact and flying, although more slowly than before, and trailing thin white smoke.

‘Was that a helicopter?” Jay asked. ‘Ya,’ I answered curtly, realizing I needed to attack again quickly before I got behind a battery of 23mm guns whose revetments and muzzle flashes I could see clearly from my relatively low altitude. ‘One’s back in,’ I transmitted, rolling in from 8,000 feet. ‘Last pass,’ I added […].

As I rolled in again, I was keenly aware of my low altitude and my proximity to the threat. I rolled out quickly and took aim, leading the helicopter more than during the last pass. I squeezed the trigger again, and as I watched the helicopter fly through the bullets I realized the ground was coming up fast. As I took in the altitude readout on the HUD, the gun suddenly stopped.

Did I let off the trigger? I briefly wondered. Er!! 4,000 feet… Climb now!!

Again, I pulled hard and rolled to the right. Jinking. I climbed. My lungs were straining to pull in enough air as I labored to breathe under the G forces, which pulled at every part of me. I climbed away to the west, twisting and slipping my jet through the sky with the 23mm AAA airbursts trailing behind. Somewhere in the distance, I heard Jay proclaim ‘Great hits!!’ 8,000 feet, I eased off the G and looked over my shoulder at the target. It was gone. In its place a ball of flame and thick, black smoke. Many emotions went through me that instant: excitement, pain, fear, relief, and pride all at once.

[…] I had just become only the second A-10 pilot in history to score an air-to-air kill, and one of the very few pilots in modern history to do so with a gun rather than missiles.”

This marks not just the final A-10 air-to-air kill, but also the final gun kill by US forces.

Debrief: a complete history of U.S. aerial engagements 1981 to the present is published by Osprey Publishing and is available to order here.

Photo by U.S. Air Force

March 9, 2023 0 comment

History

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

written by Till Daisd

“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

This article also appears on

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.

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

Newer Posts

Older Posts