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

by Till Daisd March 5, 2023

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

Carriers

A video celebrates the U.S. Navy EA-18G Growler electronic attack aircraft

by Till Daisd March 4, 2023

written by Till Daisd

Growler Ball 2016 presents an account of the EA-18G crews’ intense flight activity in the United States Navy.

Growler Ball 2016 is being held by the EA-18G Growlers of the Pacific Northwest.

This post’s video compilation includes the most sierra hotel footage of Pacific Northwest Growlers in action from across the fleet. Even though the video is only a few minutes long, Growler Ball 2016 provides a picture of the US Navy EA-18G crew’s hectic flying activity, from night traps aboard the carrier to air-to-air refuelings from USAF KC-10 Extender tankers.

The EA-18G Growler is a combat-proven derivative of the F/A-18F Super Hornet that performs airborne electronic attack missions. The aircraft can perform a wide range of missions thanks to its array of sensors and weapons, including Suppression of Enemy Air Defenses (SEAD), Stand-off and Escort Jamming (where the Growler not only performs the traditional stand-off jamming mission but also serves as an escort for other air assets thanks to the speed and agility inherited from the Super Hornet), Non-Traditional Electronic Attack (where the EA-18G achieves an unmatched level of situational integration with ground operations (where thanks to its Advanced Electronically Scanned Array [AESA] radar, digital data links, and air-to-air missiles, the EA-18G has self-protection capability and is also highly effective for target identification and prosecution).

March 4, 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

History

Remembering airman who served in operation Linebacker II

by Till Daisd February 21, 2023

written by Till Daisd

The conflict came to an end with an 11-day strategic bombing campaign over North Vietnam

On Dec. 16, 2016, at Andersen Air Force Base (AFB), Guam, the United States Air Force (USAF) held a commemorative ceremony to remember those who served in Operation Linebacker II.

The operation took place 44 years ago on Dec. 18-29, 1972, as told by Airman 1st Class Jacob Skovo of the 36th Wing Public Affairs in his piece Honoring the past: Linebacker II commemorative ceremony where the 11-day strategic bombing campaign over North Vietnam signaled the conclusion of the conflict.

Seventy-five Airmen died in support of the mission, with 33 of them dying in the 15 B-52 Stratofortress bombers that were shot down during Operation Linebacker II. More than 700 sorties were flown out of Andersen AFB and U-Tapao Royal Thai Airbase in Thailand during the operation, often known as the 11-Day War or 11 Days of Christmas. By the end of the operation, a total of 15,000 tons of explosives had been dropped, mostly on military targets in North Vietnam.

With their shipping plugs replaced by fuses, these bombs are ready to load onto a B-52 at Andersen AFB, Guam, for Operation Linebacker II.

“The operation proved successful,” said Jeffrey Meyer, 36th Wing historian. “North Vietnam was brought back to the negotiation table, officially ending direct U.S. involvement in the Vietnam War and obtained the release of 591 prisoners of war in February 1973.”

A pilot’s window damaged by a fragment from an SA-2.

The runways at Andersen AFB were crowded with 153 B-52 bombers and numerous support planes to prepare for the flights. To accommodate the increased bomber presence, the base’s population grew to over 15,000 Airmen and support staff, allowing more than 700 long-distance missions to be launched in just 11 days.

“With over 15,000 Airmen working on Andersen, the base was taxed beyond its limits,” Meyer said. “Two-man rooms became six-man rooms. Every military dorm on this island was filled to capacity.”

B-52 attacks caused tremendous and terrifying destruction.

For more than a decade, Andersen AFB Airmen have kept a rotational strategic bomber presence on Guam, bolstering regional security and stability in the Indo-Asia-Pacific area.

Two B-1B Lancer aircrews from the 34th Expeditionary Bomb Squadron did a commemorative fly-over in honor of past and present Andersen Airmen, completing the ceremony with a loud roar.

The B-1B is the aircraft currently stationed in Guam to support the continuous bomber presence (CBP).

B-1B Lancers perform a flyover to begin the Operation Linebacker II Remembrance Ceremony on Dec. 16, 2016, at Andersen AFB, Guam. A formation of 33 Airmen stood at the ceremony to represent the 33 who lost their lives flying in B-52 Stratofortress bombers during Operation Linebacker II.

Photo by Airman 1st Class Jacob Skovo / U.S. Air Force

February 21, 2023 0 comment

History

30 years after its maiden flight the F15-E Strike Eagle is still one the best fighter

by Till Daisd February 21, 2023

written by Till Daisd

The F-15E remains a fantastic and capable warfighting aircraft. It has complete power over the sky and the ground

The legendary F-15E Strike Eagle commemorated the 30th anniversary of its first flight on December 11, 2016.

The F-15E Strike Eagle, also known as the “Mudhen” by its aircrews, is still regarded by the United States Air Force (USAF) as one of its most capable multi-role, air-to-air, and air-to-ground strike fighters.

The old F-15E is nevertheless useful and capable of meeting the needs of current combatant commanders despite having flown thousands of missions during worldwide combat operations.

In his piece Strike Eagle still soars after 30 years, Airman 1st Class Kenneth Boyton of the 4th Fighter Wing Public Affairs explains how the F-15E was created as a fighter bomber with a back seat for a second crew member to operate a ground attack weapons delivery system. The most cutting-edge avionics, controls, and displays are found in the cockpit. The strengthened structure of the modified airframe enabled greater takeoff weights and doubled the lifespan of the original F-15 Eagle.

The F-15E can fly day or night, at low altitudes, and in any weather thanks to modern electronics and avionics. The aircraft is also capable of transporting almost all air-to-ground weapons available to the Air Force, such as AIM-7F/M Sparrows, AIM-9M Sidewinders, and AIM-120 advanced medium-range air-to-air missiles.

“The way the F-15E is built is a huge reason why it’s such a respected and capable aircraft,” said Maj. Michael Jokhy, 335th Fighter Squadron assistant director of operations. “The F-15E Strike Eagle can hold a lot more gas and weapons than other multi-role aircraft in our inventory.”

The Strike Eagle can stay longer where it is required and deliver more life-saving close-air support because to the extra fuel. Additionally, according to Jokhy, the extra weapons the Strike Eagle can carry are a great deterrent and serve to remind enemies that the United States wields the most powerful air force in the world.

During Operation Desert Storm in 1991, an F-15E from the 335th Tactical Fighter Squadron at Seymour Johnson Air Force Base (AFB), North Carolina, used a laser-guided bomb to destroy an Iraqi Mi-24 Hind helicopter. The F-15E also demonstrated its air-to-air and air-to-surface capabilities by repeatedly flying into hostile territory while coming under intense anti-aircraft artillery fire and destroying Scud missile installations.

During the Balkan conflict of the 1990s, the F-15E was the only fighter capable of continuously attacking ground targets in all weather conditions.

There are now 219 F-15E Strike Eagle aircraft in the U.S. Air Force, which are mostly used for close air support during operations.

As of December 2, U.S. and coalition aircraft had carried out more than 16,592 attacks in support of Operation Inherent Resolve (OIR) in Syria and Iraq, according to the Department of Defense. In support of OIR, the Strike Eagle has helped degrade and ultimately defeat the Islamic State of Iraq and the Levant by destroying or damaging more than 31,900 targets.

In order to support the DOD’s lines of effort, which include providing military support to our allies, obstructing the flow of foreign fighters, stopping ISIL’s financing and funding, and exposing ISIL’s true nature, the 335th and 336th Fighter Squadrons and maintenance units frequently deploy to areas of responsibility in Southwest Asia.

Pilots and weapons systems officers of the F-15E Strike Eagle flew more than 9,250 combat hours, dropped more than 2,000 bombs, and killed more than 80 high-value ISIL members during the most recent deployment of the 335th Fighter Squadron.

The F-15E Strike Eagles at Seymour Johnson are now receiving upgrades through the Boeing Co.’s Radar Modernization Program to further improve their already lethal capability.

“We’re doing [the upgrade] on all of the F-15E models,” said Jonathan Pierce, Boeing Co. F-15E site lead. “This radar update is going to drastically improve the aircraft’s air-to-air and air-to-ground radar, making it significantly more capable.”

The new active electronically scanned radar system, APG-82, is replacing the outdated heritage APG-70 mechanically scanned radar. It is designed to provide improved mission employment capabilities while maintaining the functioning of the previous legacy radar system.

“What I’m most looking forward to with the modification is that it will be more in line with what other fighters have across the combat Air Force,” said Capt. Bryan Hladik, 336th FS pilot. “The upgraded radar will further enhance our abilities to target [ISIL] through the weather. On days that visual acquisition of the target is not possible due to clouds, we will be able to take precise air-to-ground maps and target [Joint Direct Attack Munition] with a very high level of accuracy.”

The commander of the 4th Fighter Wing, Col. Christopher Sage, thinks the F-15E is crucial to the mission of the Air Force and to the development of combat air power.

“On its 30th anniversary, the F-15E is still a phenomenal and capable war-fighting machine. It controls the sky and dominates the ground,” said Sage. “It’s an important piece of equipment our Air Force uses to maintain air superiority in support of global operations and national defense.”

Photo by Staff Sgt. Aaron Allmon, Master Sgt. Terry L. Blevins, Staff Sgt. Elizabeth Rissmiller and Airman 1st Class Aaron J. Jenne / U.S. Air Force

February 21, 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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