As luck would have it, it would be a Royal Air Force Typhoon that ultimately took down Tsar and I in Vodka 3. Within minutes of starting the fight, Vodka 1 and Vodka 2 were taken down before we even knew our flight was under attack. As Tsar started to maneuver our aircraft, trying to evade an enemy we couldn’t see, a Typhoon coordinating with an F-22 quickly and unceremoniously dispatched us. Unfortunately, the weather was terrible and we were ordered to return to base because of the need to maintain high fuel reserves—but normally the T-38s “regenerate” or come back to life several times during a sortie. But the bottom line is: Seeing is believing—the Raptor and Typhoon are a lethal combination.
Back in May, I had the opportunity to fly on a training sortie during the U.S. Air Force’s Atlantic Trident 17 exercise at Joint Base Langley Eustis in Virginia.
The war game brings together the three premier NATO air forces and the best operational fighters in the alliance’s arsenal including the Lockheed Martin F-22 Raptor—flown by hosts, the 1st Fighter Wing—the Lockheed Martin F-35A Joint Strike Fighter, the British Royal Air Force’s Eurofighter Typhoons and the French Armée de l'Air’s Dassault Rafales. U.S. Air Force Boeing F-15E Strike Eagles from the 391st Fighter Squadron and Northrop Grumman T-38 Talon jet trainers from the 1st Fighter Wing’s own 71st Fighter Training Squadron provided “Red Air” support playing the bad guys.
Having had a long association with the Raptor community, Col. Peter “Coach” Fesler, commander of the elite 1st Fighter Wing, wanted me to see first hand how the F-22, F-35, Typhoon and the Rafale operate together from the air. To that end, the Air Force arranged for me to fly onboard a 71st FTS Northrop T-38A on an operational training sortie during the third week of Atlantic Trident 17—when the exercise is at its peak intensity.
The first order of business was a stop at the Langley Air Force Base hospital to get my temporary 72-hour flight physical. The medical examination was very similar to a Navy Class I flight physical—which I have undergone several times—but without an audiogram or cardiogram. Indeed, the Air Force flight surgeon told me that the examination was indeed an abbreviated and modified version of the Class I flight physical that is required for the service’s pilots. After a very thorough examination, my flight surgeon gave her ascent and I was cleared to fly.
Because my sortie was what the Air Force calls a “familiarization flight”—which is usually afforded to Air Force pilots, officers and other personnel who normally carry out other duties rather than a typical media flight—I had to undergo survival training to fly onboard the T-38A that is identical to what the pilots receive. The training included instruction on water survival, on all of the survival equipment— including the various radios—and how to properly don the T-38A’s rather unique, old school flight-gear. Special emphasis was placed on how to harness into the parachute and ejection seat.
More importantly, the Air Force instructors who taught the class—which included two photographers, a B-52 pilot, an E-3 pilot and an E-3 radar crewman—detailed the finer points of ejecting from the T-38A and how to egress on the ground in the event of an emergency. Indeed, the instructors placed special emphasis on bailout procedures because the T-38A does not have a zero/zero ejection seat. We then had a class about parachute training that culminated in a simulated parachute landing using virtual reality goggles.
The next day I had to report to the 71st Fighter Training Squadron to be fitted for my flight gear. The Air Force technicians first had to fit me for an OTS 600 immersion suit—derisively referred to as a poopy suit because it is extremely uncomfortable—which is necessary for flying over the Atlantic during cold weather. Next, I had to don a fireproof Nomex flight suit and boots, over which goes the G-suit. After that, I had to be issued a parachute, harness and seat-kit as well as be fitted for a helmet and mask. The 71st FTS technicians were absolute professionals in fitting me out for the flight.
The following morning I finally reported into the squadron ops desk at the 71st FTS. There I met my pilot—a very impressive young man with the callsign “Tsar” (for security reasons, the Air Force asked that we only publish the names of commanding officers) who was on his first assignment out of undergraduate pilot training. The 26-year-old pilot was near the top of his class and will report to the 43rd Fighter Squadron for his next assignment—the F-22 “B-Course”—where he will learn to fly the Raptor at Tyndall Air Force Base in Florida.
An assignment to the 71st FTS where young pilots can learn from seasoned veterans while learning the strengths and weakness of the Raptor—not to mention F-22 tactics, techniques and procedures—offers enormous advantages to Tsar and his peers in the unit. Indeed, scheduled to fly with us was our flight lead “Score”—a veteran F-16 pilot—and my old friend “Fangs”—who I first met over a decade ago at Nellis AFB, Nevada, when he was an operational test pilot putting the F-22 through its paces. Learning from veterans like Score and Fangs, Tsar will have an enormous advantage when he begins learning to fly the Raptor on his next assignment.