But as the F-15s racked up victories, the competitive spirit of the Habu drivers began to take hold… and finally, they decided to break a few rules to inject a bit of humility back into the fighter pilots below.

This time, they didn’t execute a fuel dump at five minutes out like usual… mostly because they were flying 16,000 feet higher (now at 86,000 feet) and much faster than before… now cruising at Mach 3.2. The F-15s never had a chance.

“In the phone debrief after the mission, the F-15 flight lead reported ‘four shots and four kills’ on the first pass and mumbled something about radar problems and no kills on the second pass,” Grzebiniak said. “Even with the world’s best planes, pilots, and missiles, it would take a golden BB [a lucky blind shot by the enemy] to bring down a Habu.”

THE F-14’S AIM-54 PHOENIX MISSILE MAY HAVE BEEN THE REAL TOP GUN

The F-15 wasn’t the only top-tier fighter in the U.S. arsenal at the time, and the truth is, the Navy’s famed F-14 Tomcat of Top Gun fame was actually better equipped for these sorts of high-speed intercepts.

While the Eagle’s AN/APG-63 was a highly capable radar, it fell well short of the massive power output and multi-targeting capability of the Tomcat’s AN/AWG-9 radar and fire control system. With around double the detection range of the Eagle’s radar and the ability to track 24 targets simultaneously, the F-14 could guide six separate missiles into six separate targets at the same time. Despite being based on a fairly dated design, there wouldn’t be a more powerful radar installed in a fighter until the F-22 Raptor entered service.

But perhaps even more important was the Tomcat’s armament, because the F-14 came equipped with the now-legendary AIM-54 Phoenix missile – the longest-ranged air-to-air missile on the planet at the time that flew with a combination of a semi-active seeker to take cues from the F-14’s radar and an active radar-homing seeker for terminal guidance. In other words, once the Phoenix was close enough to a target, it could rely on its own onboard radar to close in, rather than needing the launching pilot to maintain a lock until impact.

AIM-54 hits a QF-4 target drone during testing. (U.S. Navy photos)

Training intercepts that pitted the F-14 against the SR-71 were known by insiders as Tomcat Chase sorties, and were usually carried out over the Pacific, rather than the Nevada desert, thanks to the presence of F-14-hauling aircraft carriers at sea. As with the F-15, Habu drivers did their best to give the F-14 a fighting chance, flying along straight, predetermined flight paths at lower altitudes and speeds than they would normally do. They also maintained open radio communications, allowing the SR-71 pilots to guide the F-14s into their relative positions so they’d have a chance to fire their notional AIM-54s.

The Blackbird flew with its transponder on, and again, without its defensive electronic countermeasures engaged. But, again, even in these very favorable conditions, Tomcats struggled to find their mark.

“The 14s could find us but they couldn’t do anything until we modified and gave them times, route of flight, speed, and altitude beforehand so they could have a pre-planned setup,” Pilot Dave Peters recalled. “The 15s didn’t do that well for quite some time.”

Tough as it was to spot the Blackbird zooming past, once the Tomcats did, the Phoenix missile was capable enough to pose some real problems for the Blackbird. With a top speed in excess of Mach 4 (except when put into a ballistic flight path into the ground, where it could exceed Mach 5), the AIM-54 had the speed and the range required to close with an airborne Habu, and thanks to its onboard radar seeker, it would be tougher to shake than the Eagle’s Sparrows.

However, there remains some debate about whether or not even the Phoenix could have found its mark in the Blackbird’s high-altitude domain.

“Another factor in our favor was the small guidance fins on their missiles,” Graham wrote. “They are optimized in size for guiding a missile to its target in the thicker air from the ground up and around forty thousand feet. At eighty thousand feet the air is so thin that full deflection of the missile’s guidance fins can barely turn it.”

TOMCATS, EAGLES, AND HABUS… OH MY!

At the end of the day, the Tomcat Chase and Eagle Bait sorties flown throughout the late 1970s and into the 1980s were about far more than the pilots’ pride. These exercises were about identifying technical limits (like the Eagle’s speed gate), assessing aircraft capabilities in circumstances outside the norm, and helping pilots gain the experience they need to exercise complex problem-solving in the heat of a high-stakes situation.

These exercises, like a great deal of military training, weren’t about finding winners and losers, they were about making everyone involved, from the ground crews, to command and control, to the pilots better at some of the most difficult, arduous, and complex jobs in warfare.

But that doesn’t mean fighter pilots didn’t take their chance to down a Habu seriously… and as you might expect, they took losing just as seriously.

“There was some animosity at first with both the Eagles and the Tomcats because they kept accusing us of not showing up,” Peters recalled about the times the fighters couldn’t find his fast-moving Blackbird. Listening in on the open radio lines, Peters couldn’t help but enjoy their frustration a bit. “They got a little huffy because nobody told them we weren’t coming.”

About the Author 

Alex Hollings is a writer, dad, and Marine veteran.

This article was first published by Sandboxx News.

Image Credit: Creative Commons.