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Old Viper Tester

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About Old Viper Tester

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    Obsessed Member

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  • Location
    Dayton OH USA
  • Interests
    Military flight test, R&D, and prototype aircraft.

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  1. Afraid 1973 was a bit before my time, I was still in university. The only hint of Yehudi tests on the F-4 that I had was that Jack Morris told me he had a photo "somewhere". He told this to me when I was stationed in London in the mid '80s and he was working on a Phantom book. He also was hoping that I knew something about the Phantom tests. Evidently, from the photo provided in the Navy article, the testing was accomplished by the 3246th Test Wing at Eglin (white tail band with red diamonds). Sven
  2. F-111Ds of the 390th Tac Fighter Squadron, 366th Tac Fighter Wing out of Mountain Home AFB participating in the Red Flag 81-1 large force exercise at Nellis AFB, November 1980. 67-0086 67-0091 67-0096 67-0102 67-0109 67-0110 67-0112 Thanks for looking, Sven
  3. F-106As of the 5th Fighter Interceptor Squadron out of Minot AFB participating in the Red Flag 81-2 large force exercise at Nellis AFB, January/February 1981. In the 1980s, Red Flag Exercises were either four or six weeks, usually the latter. For Red Flag 81-2, F-106 units were brought in to supplement the aggressor F-5Es on a rotation of two weeks at a time: 5FIS, 84FIS, and 87FIS. 56-0461 59-0002 59-0003 59-0006 59-0026 Thanks for looking, Sven
  4. Thanks for that. Never realized that ship 4 also had the spine. Corrected the original article. Sven
  5. F-111Ds of the 523rd Tac Fighter Squadron, 27th Tac Fighter Wing out of Cannon AFB, playing at the Red Flag 91-4 large force exercise at Nellis AFB, June 1991. 68-0097 68-0099 68-116 68-0120 68-0153 68-0154 68-0156 68-0177 Thanks for looking, Sven
  6. It's a maneuver just before touchdown where the nose is pulled up slightly to slow the descent and lessen the force of impact with the runway. Pilot's who flare too soon tend to drift down the runway before touching down. Flare correctly and the result is "greasing" the aircraft on the runway. The height of the maneuver is very dependent on the size/weight of the aircraft and the approach descent rate. The FAA’s Airplane Flying Handbook describes the flare as “a slow, smooth transition from a normal approach attitude to a landing attitude, gradually rounding out the flightpath to one that is parallel with, and within a very few inches of, the runway.” Applying back-pressure to the yoke slowly raises the airplane’s nose and increases its angle of attack. The steeper angle between the wings and the relative wind increases lift, and the airplane’s descent slows as airspeed bleeds off. The wings approach their critical angle of attack in the flare and, ideally, stop flying just after the main wheels touch the surface. Hope this helps.
  7. I'm guessing that she is too nose high due to the conditions. Some have suggested that he's trying to take off again - leaving the hook down would argue against that. The mishap report states that the aircraft inadvertently became airborne, so whether it was from a 'bounce' or not, I'm thinking the crew is not fully in control at this point. Typical approach attitude is like this... and this attitude is held down to touchdown. The natural tendency is for the pilot to flare just before touchdown, but even USAF F-4 crews pretty much knew you couldn't go wrong if you just flew this attitude on to the runway. So very little or now flare was the norm. The Navy would tell you to just fly it into the deck (definitely no flaring on a carrier). The drag chute imparted a nose down pitching moment, so you wanted to use longitudinal control to "gently" get the nose wheels down to the runway. Sven
  8. Images of the barrier mishap in 1967 from one of the USAF safety publications. She landed short of the barrier with the hook down, bounced back in the air while the hook still caught the barrier. The BAK-12 yanked her back down on the runway.
  9. RF-4C, 64-1004 (AKA "Balls four"), assigned to the 6512th Test Squadron (Test Ops), 6510th Test Wing, Air Force Flight Test Center, Edwards AFB. Test support involved being used by the USAF Test Pilot School for practicing test techniques, being a photo/safety chase or being a radar target for flight test missions. She came from RAF Alconbury where she suffered a barrier engagement in 1967, and required depot repairs (sheared the nose gear, one main mount through the wing and the wing broken off). Not surprising that when the USAF requested a jet for AF Systems Command at Edwards, she was the one they gave up. Some of the test crews swear she was bent. December 1983, a few months after arriving from Alconbury. The blue and white canopy trim is a holdover from the 10th Tactical Reconnaissance Wing. March 1985 May 1985: The Blue and white canopy trim painted over with black(?!?). Apparently having a flight controls investigation evidenced by the leading edge flaps down and the hydraulics 'Mule' in front of the right wing. January 1989, the white and red "Bozo" scheme was applied around 1987, about the same time that her official designation was changed to NRF-4C. The "N" indicating permanent flight test modifications have been made. July 1990 September 1990 She was retired in early 1992 and sent to the Edwards AFB Flight Test Museum. Thanks for looking, Sven
  10. A trio of F-4Cs of the 311th Tactical Fighter Training Squadron, 58th Tactical Training Wing out of Luke AFB. Nellis AFB, June 1981. 63-7584 63-7611 64-0926 Thanks for looking, Sven
  11. I don't know of any aftermarket at the moment. Hasegawa did similar markings for one of their F-4E issued in 1/72 years ago for the YF-4E, 65-0713. Sven
  12. F-4D 66-7483, a test support fleet jet of the 6512th Test Squadron (Test Ops), 6510th Test Wing, Air Force Flight Test Center, Edwards AFB. She was re-designated as an NF-4D in 1987, indicating she had permanent flight test modifications. March 1981 Target mission for an F-15C radar test. ALQ-188 ECM pod for trying to "farkle" the Eagle's APG-63 radar. December 1983 Two formation/chase proficiency missions, February and March 1985 March 1985 On the Edwards main ramp with F-4C 63-7409 and F-4D 65-0670, May 1985. January 1989 Formation/chase proficiency mission April 1989 Waiting for the crew to show, July 1990 She left Edwards in 1991, was bailed to Flight Systems Incorporated at Mojave Airport as N430FS, and finally retired to AMARG in 2003. Thanks for looking, Sven
  13. Notice that there are long and short nose variations as well. Now you've got me wondering. Unfortunately, I wasn't that conscientious in marking dates on my slides when I was starting out (Jul 80 to Feb 81). Many I can 'ball park' by the processing date embossed on the slide frame, but Kodak didn't always apply a date?!?! I know I have the dates in my log book, If only I could find it, it's been a while after all, and I know I wouldn't have binned it. I'm taking the long way 'round to say that maybe these are Georgia Weasels that I have already posted as being at Red Flag 81-1 a month or so before?
  14. I thought it was. No real high-speed capability to get out of a jam, but then the OV-10 didn't have that either. It was quite nimble and it certainly had enough hard points to carry a lot of marking rockets for the FAC role. The only failing as an observation platform was the side-by-side seating - most FACs preferred to fly alone (there was provision to install a fuel tank in place of a seat on the righthand side, though I don't know that I would like sitting that close to a can of fuel), so vision to the right was limited. A pilot and co-pilot/observer crew had the same disadvantage in being unable to see the entire scene on the opposite side. Sven
  15. F-106As of the 87th Fighter Interceptor Squadron out of K.I. Sawyer AFB providing "Red Air" support at Red Flag 81-2, Nellis AFB, January 1981. 59-0035 59-0053 59-0090 59-0091 59-0095 59-0099 Thanks for looking, Sven
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