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- Toni
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Neki podatci za F-14. Ucestvovalo je 99 aviona, sa ukupno 4124 poletanja i 14 248 sati u vazduhu.
Popis eskadrila koje su ucestvovale
Citat:
VF-1 13 Jan 1991 - 19 Apr 1991
VF-2 13 Jan 1991 - 19 Apr 1991
VF-14 14 Sep 1990 - 12 Mar 1991
VF-21 05 Aug 1990 - 04 Nov 1990
VF-32 14 Sep 1990 - 12 Mar 1991
VF-41 14 Jan 1991 - 03 Apr 1991
VF-74 23 Oct 1990 - 09 Dec 1990, 06 Jan 1991 - 11 Mar 1991
VF-84 14 Jan 1991 - 20 Apr 1991
VF-102 15 Jan 1991 - 03 Apr 1991
VF-103 23 Oct 1990 - 09 Dec 1990, 06 Jan 1991 - 11 Mar 1991
VF-154 05 Aug 1990 - 04 Nov 1990
Izgubljen je jedan F-14B iz VF-103, 21. januara 1991. oboren od strane PVO, spominje se konkretno SA-2. Pilot spasen, RIO zarobljen.
6. februara 1991. F-14 iz eskadrile VF-1 je oborio iracki MI-8.
The story of the mission to rescue an F-14 Tomcat pilot behind the enemy lines in Iraq
Citat:One of the most famous missions flew during the Operation Desert Storm was the Combat SAR sortie performed by A-10s Sandys and by MH-53Js from the 20th Special Operations Squadron on Jan. 21, 1991 to recover Lt. Devon Jones, an F-14B (AA 212, BuNo 161430, at the time designated F-14A Plus) pilot from the VF-103 Sluggers, callsign “Slate 46”, downed in Iraq with its RIO (Radar Intercept Officer) Lt. Lawrence Slade.
Jones and Slade were shot down by an Iraqi SAM (Surface to Air Missile) in the first hours of the morning of the fourth day of war, while they were returning to the USS Saratoga (CV-60), after a successful EA-6B escort mission. On their way back to the aircraft carrier, Jones and Slade spotted a SAM coming through the clouds: even if Jones added power and started an evasive action, the missile exploded near the Tomcat’s tail. The aircraft entered into an unstoppable spin which forced the aircrew to eject. During the descent the two men saw each other for the last time before entering the clouds.
As he descended towards the ground, Jones tried to pull out his PRC-90 radio, but due to the fact that he flew without gloves, his hands were cold and he became afraid that he would drop his radio so he pushed it back into the vest pocket. Once landed, he started to walk towards what he thought to be west, trying to reach the Saudi border, but when he saw the sun rising, he realized his mistake. Nevertheless, at that point Jones thought it was good he was quite far from the crash site. He reached a little vegetation and thanks to his survival knife scooped out a foxhole in a small mound large enough to hide.
After he had been down for about six hours, at 12:05 local time, he tried his radio again. And someone responded to his call.
As Jones recalls in David Donald and Stan Morse book Gulf Air War Debrief: “ ‘Slate 46, how do you read?’ That was the first time that I knew that there had been an ongoing SAR effort. […] ‘Let me come a little closer so I can talk to you’ he said.”
Still, Jones didn’t know who was the guy that responded to his call when he came to the radio telling to Jones that he would release a flare.
Since he was thinking to talk with a helicopter, Jones was surprised when the pilot revealed him that he was flying an aircraft “ ‘Ok, now, I’ll come down to where you can see me,’ he said. Lo and behold, he was an A-10! He was Sandy 57, like those guys in Vietnam, trained in combat SAR. I brought him with standard aviator talk. He didn’t see me, but he flew right over me at 50-100 feet and dropped a way point in his INS (Inertial Navigation System). ‘I’ve got to get some gas,’ he called. ‘Minimize your transmissions and come back up in 30 minutes.’
The Sandy pilot directed the helicopters toward Lt. Jones. As the SAR force headed for the downed Naval Aviator, they heard MiGs being vectored toward them. An F-15 RESCAP (REScue Combat Air Patrol) chased the threat away. After they got their gas, the A-10s returned, caught up with the helicopters and brought them in. After that a farmer truck passed nearby Jones, finally the F-14 pilot heard the A-10s telling to the helicopters they were 30 miles from his position. They asked him to shine his signal mirror south and after Jones did it, one of the A-10s told him to look for a helicopter 15 miles out, but he saw only the A-10s flying in a circle and Jones gave them instructions to his position.
But since the Iraqis were listening to their communications, while the planes came in, half a mile down the south road, Jones saw an army truck. After a moment of panic he remembered that the A-10s as well as the helicopters were heavy armed and, in fact, within 3-4 seconds, the Sandys opened fire with their 30 mm cannons, destroying the enemy truck. Then for the first time he saw a helicopter “I had never seen such a beautiful sight as that big, brown American H-53. […] I grabbed my kneeboard cards and gear as he landed about 20 yards away. One of the special forces guys jumped out and waved me on. I jumped in and off we went, 140 miles to go at 140 knots, at 20 feet! Pretty impressive machine. Just what you’d expect from these special forces people with lots of guns hanging off them.”
Lt. Jones was brought to a forward base in Saudi Arabia, where he was hospitalized for a brief medical exam, then the next day an S-3 from his carrier flew him back to his squadron. Following a three-day rest, he returned to the cockpit.
On the contrary, Lt. Slade, Slate 46 RIO, was less lucky: he endured interrogation, torture and starvation in the Iraqi hands for 43 days.
https://theaviationist.com/2015/04/28/f-14-rescue-mission-in-iraq/
Gulf War 25th Anniversary Special: how a U.S. Navy F-14 Tomcat shot down an Iraqi Mi-8 Hip helicopter 25 years ago today
Citat:After about ten minutes on station, as Broce himself explains in Craig Brown book Debrief: A Complete History of U.S. Aerial Engagements-1981 to the Present, the controller “broke the (until then) radio silence with, ‘Wolfpack, engage bandit, vector 210-36, angels low, nose on!’ Translation: ‘Hey! Turn to a heading of 210°. Attempt to destroy the enemy aircraft 36 miles in that direction. He’s low and heading toward you!’ No word on what type of aircraft it was.”
Since his Tomcat had the radar off, Meat passed the lead for the interception to Malynn and Zimberoff.
Bongo contacted the AWACS to verify if they were really cleared to fire and the AWACS voice that came back said: “Affirmative! Cleared hot, weapons free!”
Broce selected master arm switch to ‘on’ and since he wanted to record the engagement on their onboard HUD camera/voice recorder, said “Recorder on!”
The two F-14s accelerated while the AWACS was updating them with bearing and range calls. Broce repeated “Recorder on!” but again, he didn’t receive any response from McElraft.
With Malynn over a mile to his right, Meat levelled off at 3,000ft and after four or five seconds Bongo said “Come left! Helicopter!”
Broce performed a 7g turn and he visually pick up a Mil Mi-8 Hip armed transport. Meat switched to AIM-9 and pitched up and to the left trying to gain a little bit of altitude and lateral separation, then reversing for high-aspect attack from above at about a mile off the helicopter’s left side.
But since the seeker head hadn’t the right tone, he moved the F-14 nose around searching for a hotter spot. They were accelerating toward the ground from a low altitude and after a third attempt to get a lock-on, Broce let the nose drift a little behind the target on a hunch that there was enough of a heat of a signature for a lock, despite the lack of a tone.
As Broce recalls, when he started the firing sequence McElraft shouted “PULL UP! WHAT THE HELL ARE YOU…” then he stopped as the missile roared off its rail and rocketed loudly past the canopy to his left. Broce thought that the Sidewinder had gone stupid and was racing for a sand dune in front of the Mi-8, but instead the AIM-9 flame turn hard toward the target and he turned his head just to watch the Hip instantly turned into a bright yellow fireball.
https://theaviationist.com/2016/02/06/f-14-shot-down-iraqi-mi-8/
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