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 Author | Topic: F-106 Fast Scrambles (Read 1,628 times) |
oswald
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« Reply #15 on Jan 18, 2010, 7:08am » | |
One of the experiences I had was working alert team at osan. I distinctly remember the closeness of the runway from the two main scramblers. They were right across from the two trailers. The pilots were in one and the crewchiefs were in the other. those two quick spots allowed us to scramble in about three min.
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bear
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« Reply #16 on Jan 19, 2010, 12:00am » | |
Fast scrambles at Castle SAC alert was next to us and they would have elphant walks (taxi all alert birds down the runway, what a cluster *****. At Osan alert planes had to come up about a 3 foot hill to get on the taxi way,one night a young Capt came out of the first spot and turned a short hit the guard shack with AP inside,over went the shack and pilot kept on going. When he returned after the flght he was asked about it didn't know he hit it. When planes returned we had push them back into the parking spot by hand useally with engine running. This 94 FIS in 69.
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Bear MA-1 60-81
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steve201
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Karma: 6 | | Re: F-106 Fast Scrambles
« Reply #17 on Jan 19, 2010, 3:48am » | |
Man ...you guys were so friggin lucky to work with the alert birds....my barrack's overlooked hanger ave. at hamilton and I'd watch those things take off with flames shooting 50 ft behind them and just as they got to where I could see them...the noses had started to rotate....awesome at nite.....
Steve
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Steve
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pat perry
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« Reply #18 on Jan 19, 2010, 4:43am » | |
Jan 19, 2010, 12:00am, bear wrote:| Fast scrambles at Castle SAC alert was next to us and they would have elphant walks (taxi all alert birds down the runway, what a cluster *****. At Osan alert planes had to come up about a 3 foot hill to get on the taxi way,one night a young Capt came out of the first spot and turned a short hit the guard shack with AP inside,over went the shack and pilot kept on going. When he returned after the flght he was asked about it didn't know he hit it. When planes returned we had push them back into the parking spot by hand useally with engine running. This 94 FIS in 69. |
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Hi Bear!
I used to stand by the 456th Alert Barn during ORIs and watch the "Minute Run". After the Elephant Walk, the BUFFs and KC-135s would take off about a minute apart. One would go straight after take off, the next would roll left and the next would roll right, and so on in rotation.
After several minutes of this a KC-135 apparently got caught in wake turbulence and rolled right with wings in the vertical plane. He caught it in time and rolled left again with wings again in the vertical plane. I thought he was going to cart wheel. His wing tips were less than 100 feet off the ground. Pucker factor about 11.6.
He finally got her under control and I imagined he would be fine after a change in underwear.
Those SAC boys were deadly serious about ther ORI's, sometimes taking big risks.
Pat P.
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bear
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« Reply #19 on Jan 19, 2010, 10:18pm » | |
Pat
Do you remember the road trip to Fresno with all the flight line trucks pulling AGE. As I remember it took half a day. I think it was to check our deployment ability. One of the pilots on a scramble, running from the tail of the aircraft tried to duck under the wing and the elovon edge hit him just below front of the helment, he didn't make the scamble and had wing imprint on his face.
Bear
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Bear MA-1 60-81
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pat perry
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« Reply #20 on Jan 20, 2010, 12:24am » | |
Jan 19, 2010, 10:18pm, bear wrote: Pat
Do you remember the road trip to Fresno with all the flight line trucks pulling AGE. As I remember it took half a day. I think it was to check our deployment ability. One of the pilots on a scramble, running from the tail of the aircraft tried to duck under the wing and the elovon edge hit him just below front of the helment, he didn't make the scamble and had wing imprint on his face.
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Hi Bear,
I do remember a "Road Trip" but I must have been on leave or swing shift and didn't get to see the parade form up.
Ouch! I don't remember the pilot using the elevon for a head rest.
I do remember a story of how the Alert Crews had a blow up doll they would put on display in the window of the crew quarters to show the SAC boys when they taxied by on take off exercises. We kinda marched to a different drummer - I guess that's why the SAC base made sure our squadron was way off the beaten path.
They also didn't appreciate the sign that John Marcotte had me make for the squadron entrance - "Protectors of SAC".
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oswald
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« Reply #21 on Jan 20, 2010, 2:42am » | |
Now that's a good sign.
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falconkeeper
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« Reply #22 on Jan 20, 2010, 3:01am » | |
At 5FIS (Spitten Kittens), in the flight gear shop, some artist drew an "ADC, Protectors of SAC" with one of the kittens raising a leg on the SAC shield. It was kept in the NCOIC's desk, under plexiglas. It covered the whole desktop. Loved it.
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Bullhunter
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« Reply #23 on Jan 20, 2010, 4:13am » | |
I think most ADC Squadrons had one kind of a sign or another. Ours (318th FIS) had "Defenders of MAC"
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sixerviper
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« Reply #24 on Jan 29, 2010, 2:46pm » | |
I remember participating in a 28-jet flush at Minot in the summer of '72. Fourteen Sixes and 14 Voodoos from Fargo. What an impressive sight!! I could have walked to Canada on the AB flames. They were all still in burner 50 miles out from MIB!!
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SixerViper
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lindel
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« Reply #25 on Jan 29, 2010, 10:20pm » | |
We had one on the roof of our cal barn for a couple of days, during "project new look".
Had the eagle on it, with "SAC - Protectors of Peace" and under that "TAC - Protectors of SAC" facing SAC Hill.
Needless to say, the SAC powers that be weren't all that impressed...
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pedro
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« Reply #26 on Feb 9, 2010, 12:35am » | |
Hello. I'm new here and I'm not sure all members here are pilots. I'm a private pilot, but I've been a military aviation aficcionado since I was 10. I hope there are some fighter pilots here, because I've long had a certain doubt about fighter performance and would like to clear it.
It always seemed to me that rate of climb and acceleration were directly proportional to power-to-weight ratio. I have reference books with values that don't add up. For instance, a Mirage F-1 will climb at a rate of 45000ft/min with a power-to-weight ratio no better than that of an F-14, which states a maximum rate of climb of 35000ft/min.
How did the F-106 did in that aspect (climb), and what are the overall considerations to determine these figures? Are the methods for measuring these performance figures standardized?
Another doubt I have regarding this same subject is how long a pilot can maintain the afterburner on. Can a pilot keep the pipes lit all the way to interception altitude, or is it a time limited kind of power boost?
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Jim Scanlon
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« Reply #27 on Feb 9, 2010, 1:20am » | |
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Pedro, you found the site that will have people to answer any question you have about the Six. Pilots, maintainers and researchers.
Glad to have you in the Six Hanger and Flight Line.
Jim Scanlon
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cc790
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« Reply #28 on Feb 19, 2010, 10:07am » | |
I sat alert in the 5th for about 6 months. We got hit with a NAFE inspection. The year escapes me though must have been 81-82 timeframe. We recovered and turned both jets and had an active air scramble! We recovered and turned those and had another NAFE scramble. After turning those we got hit with yet another active air! At this point the NAFE inspectors decided they'd seen enough and we passed the inspection.
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