The story of the first Combat SAR (Search And Rescue) mission behind enemy lines since Vietnam.
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.
The first Italian aircraft to be deployed in Afghanistan has been a Bell UH-1N Twin Huey helicopter in a version built under license by Agusta and designated AB-212. Both the Aeronautica Militare (Italian Air Force) and the Marina Militare (Italian Navy) have been called to support ISAF (International Security and Assistance Force) multinational force with the AB.212, that can fulfil a wide variety of tasks, from MEDEVAC, to reconnaissance, to personnel transportation, to special forces ops.
The 21° Gruppo of the Italian Air Force has conducted several Tour of Duty in Afghanistan. Since 2005, it is equipped with the AB.212ICO (Implementazione Capacità Operative – Operational Campabilities Implementation) a retrofitted version of the previous AMI-SAR model that was upgraded in anticipation to the deployment to Kabul and surrounding areas, where the high-altitude environment is not suitable with the other CSAR helicopter in ItAF inventory, the old fashioned HH-3F that suffered a tragic incident in 2008. The AB.212ICO is equipped with two manually activated Flares dispensers for self-protection and can carry two MG 42/59 caliber 7.62 mm NATO machine guns on both sides of the fuselage. It wears an armored cockpit and fuselage to protect the 2 pilots and 2 gunners from small arms; noteworthy, the rudder area, vulnerable to bullets shot from the ground because of the observation windows, has been shielded with 3 inches of kevlar.
The new outfit has cost the aircraft half of its original endurance, currently limited to 1 hour and 40 minutes, and the increased weight, in Afghanistan, at an average height of 7.000 feet AMSL (Above Mean Sea Level), with ground temperature often above 40° Celsius, makes the AB.212 unable to recover a survivor from the ground with the hoist.
To board people, the Twin Huey has to land. A minor problem as the following pictures taken by Capt. Giacomo Andreotti at 9,100 feet, on top a mountain in central Italy, during a routine mission of the 21° Gruppo a proud member of the NATO Tiger Association, based at Grazzanise.
High-altitude can be tricky for rotary wings: first, because of the loss of engine power; second for the loss of rotor lift caused by the thin air. That’s why helicopters suitable for high altitudes need plenty of excess power that can be spent to overcome the reduced lift and engine performance.
The AB.212 will be employed until 2014-2015 when it is expected to be replaced with a CSAR version of the AW-101.
I’ve just finished reading a couple of interesting articles published on the latest issue of Rivista Aeronautica (06/08). They deal with the Trial Imperial Hammer 2008 (TIH 08), a complex exercise that was held in Decimomannu last September and whose aim was to improve the Time Sensitive Targeting and Dynamic Retasking capabilities during counter-terrorism operations. The TIH 08 proposed an asymmetric warfare scenario with UAV (Unmanned Air Vehicles) operations, GPS Jamming missions, SIGINT/ESM sorties, Improvised Electronic Device activities. Some specialized assets attended the exercise: G.222VS of the 14° Stormo, B.707 of the Spanish Air Force, French C-160G Gabriel and Mirage F1CR, a C-130 Senior Scout of the Delaware ANG, a C-160 of the Turkish Air Force, a Br.1150 of the German Navy, Luftwaffe Tornado ECR and IDS, two EH-101 in ESM configuration, and Italian Tornado ECR and IDS. AMX, HH-3F and AB.212ICO of the Aeronautica Militare (ItAF) attended the CSAR missions. Supporting the exercise also a NATO E-3 AWACS and an E-3F of the French Air Force. All the information gathered by the various assets were collected by the JFFC (Joint Forces Fusion Center) that acted as a sensor fusion unit. The JFFC was a sort of “middleware” that received and distributed all the information received from the various assets linked by means of the Tactical Data Link (TDL): Link 16, Link 11 and IDM (Improved Data Modem). Noteworthy, the Link 16 data link was implemented also on the Italian Tornado IDS and ECR – this latter equipped also with an MSR (Multi-Ship Ranging) a Link 16-based capability for integrating and fusing information coming from different ELS (Emitter Locator System) in order to geolocalize electromagnetic threats discovered by different platforms. In a typical net-centric architecture, during the TIH 08, the Italian Tornados sent the information gathered by their MSR to the JFFC that could update the picture by delivering the information via Link 16/Link 11/IDM to all the other assets involved in the exercise and to the AWACS. The same information could be sent to a Tornado IDS that could be used to attack a target detected by a Tornado ECR. That said is it clear that the Link 16 – which required the installation of a MIDS/LVT (Multifunctional Information Distribution System / Low Volume Terminal) on the Tornados – is extremely important to establish a flexible, authenticated, encrypted e communication channel between different platforms for information exchange. Considering that the first Tornado ECR with MIDS and MSR was taken on charge by the Reparto Sperimentale on Jul 17, I didn’t remember that the Link 16 capability was not achieved by the ItAF for the first time by the Tornado fleet, in 2008, until Riccardo Vestuto, an F-104 and aviation expert, requested me some Tornado F.3 cockpit pictures. After I sent him those images I shot during my visit to Gioia del Colle in 2004 for an article that was published by Rivista Aeronautica he made me notice that in WSO (Weapon System Officer) cockpit there’s a third CRT above the standard two ones, that is not present on all the examples leased from the Royal Air Force and could have been installed after the delivery (that took place on Jul 5, 1995) as a retrofit.
Since some RAF Tornado F.3 are JTIDS/Link 16 capable it is possible that the third CRT on my pictures was the JTIDS (Joint Tactical Information Display System) or MIDS terminal installed only on a few examples in service with the 12° Gruppo of the 36° Stormo based in Gioia del Colle (that is the last Squadron to have been equipped with the ADV variant of the Tornado). When in 2004 I interviewed Maj. Luca Spuntoni, Cdr of the 12° Gruppo (to read the article in Italian click here: Il 36° Stormo), he explained that the Tornado F.3 was the first aircraft to introduce the JTIDS in Italy but I don’t know if the panel in the pictures is the one used by the WSO to manage the system in the ADV. If anybody has more information, please let me know.
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