|
THE 456th FIGHTER INTERCEPTOR SQUADRON |
|
THE PROTECTORS OF S. A. C. |
|
|
|
|
Area 51 - Groom Lake & The F-117 |
+ Larger Font | - Smaller Font
Area 51
(Det. 3, AFFTC)
"We acknowledge having an operating site there, and the work is classified." Air Force spokeswoman Gloria Cales.
At 6:05 AM on June 18, 1981 Lockheed Skunk Works test pilot Hal Farley lifted the nose of YF-117A #79-780 off the runway of the test site in the Nevada desert. The F-117A became the latest in a series of aircraft to make their first flights at this remote location located XXX miles northwest of Las Vegas, Nevada. Although officially designated Detachment 3, Air Force Flight Test Center, this remote facility is known in the popular press as Area 51.
In The Beginning...
In April 1955, the first U-2 was being built under tight wraps inside Building 82 at the Skunk Works in Burbank Calif. After chief engineering test pilot Tony LeVier agreed to test fly the secret cold war spy-plane, Kelly Johnson gave him the following task:
"Now, listen. I want you to take the company Bonanza and find us a place out on the desert somewhere where we can test this thing in secret. And don't tell anyone what you're up to."
From Ben Rich's SKUNK WORKS:
"Levier knew the vast sprawl of desert terrain shared by California and Nevada as well as any mule-packing Forty-Niner; as a test pilot he had mapped in his mind nearly every dry lake bed between Burbank and Las Vegas as a possible emergency landing strip. So he took off on his scouting expedition, after telling follow pilots he was off to count whales for the Navy -- a project Lockheed had actually done from time to time -- and headed north toward Death Valley. Two days later, he found the perfect spot.
Click on Picture to enlarge
What's In A Name?
Click on Picture to enlarge
Click on Picture to enlarge
Over the decades the test site located at Groom Dry Lake has been known by many names since its construction. Kelly Johnson named the place "Paradise Ranch" hoping to fool employees into working at a place with such a pleasant name. When his flight test team arrived in July 1955, they simply called it "The Ranch" (A term still used by most Skunkers today). The secret base was formally named Watertown Strip, after the town in upstate New York where CIA director Allen Dulles was born. In June 1958, it was officially designated Area 51 by the Atomic Energy Commission (AEC). The adjacent AEC proving grounds became known as the Nevada Test Site and divided into numbered areas.
By 1970, the USAF Systems Command took over the operation of Groom Lake. It's designation was officially changed to Detachment 3 (or Det 3), AFFTC (based at Edwards AFB). Despite this fact, the older name "Area 51" has been popularized by the mass media and Hollywood and is a part of pop culture.
In 1975, the Red Flag series of realistic air warfare exercises started at Nellis AFB, using large portions of the ranges surrounding Groom Lake. The box of airspace surrounding Groom Lake was strictly off-limits to Red Flag aircrews. It became known informally as "Red Square" at this time (remember that acquired Soviet aircraft were being test flown there at the time as the Red Hats/Red Eagles).
Later the base acquired the semi-official title of "Dreamland" as a series of new exotic aerospace projects evolved in the late 1970s. These included the Have Blue/XST and Tacit Blue stealth technology demonstrators. The testing of these aircraft brought the extreme security measures at Groom Lake that we see today.
The Have Blue Program
All 52 Have Blue test flights occurred at Groom Lake. Both Have Blue crashes occurred on the surrounding ranges, and the wreckages of both aircraft are buried in the Groom Lake vicinity.
The F-117A Operations
Click on Picture to enlarge
The F-117A Joint (later Combined) Test Force (JTF, later CTF) operated from the Southern hangers at Groom Lake from 1980 until February 1992 when the unit moved from Groom Lake to Air Force Plant 42, Palmdale, California. In addition to developing the aircraft's weapons delivery and aerial refueling capabilities, the unit was responsible for flying and certifying each and every of the 5 prototype and 59 production aircraft before they were turned over to Tactical Air Command (TAC). There were usually four to six test flights (about half contractor and half USAF) for acceptance. They included systems checks, handling qualities evaluations, and low observable verifications.
It was also at Groom Lake that the first production aircraft #80-785 crashed on takeoff ending the carear of Lockheed test pilot LTC Bob Ridenhauer.
Other Programs
Throughout the decades the Groom Lake test site has been home to many test programs. These include (in addition to ones that we are not yet aware of):
- U-2 Spy-plane
- A-12/YF-12/SR-71 "Blackbird" Family
- Various "acquired" Soviet aircraft
- YF-113G
- Have Blue
- YF-117A/F-117A
- Helios (now Aeroenvironment Pathfinder/Centurian)
- Tacit Blue
- Some B-2 development work
- "Bird of Prey"
- Lockheed Advanced Cruise Missile (ACM)
- Northrop Tri-Service Stand-Off Attack Missile
Current Operations
Click on Picture to enlarge
Click on Picture to enlarge
Contrary to the older Popular Mechanics article, Area 51 is NOT closed. (The reporter took a wrong turn in the desert.) "Janet" flights from the northwest side of McCarran Airport in Las Vegas, Nevada flown by E.G. & G. depart for Groom Lake every weekday in the wee hours of the morning carrying an estimated 500 workers to .
There is much speculation to current operations, including UFO related by some. One likely project is one that was originally intended to be incorporated into the Have Blue aircraft. Have Blue was supposed to be equipped with light sensors to detect background illumination levels and change skin colors to blend visually into the sky if seen from below. At the time, this technology just was not ready. However, with the recent development of Liquid Crystal Displays (LCDs) it is conceiving possible.
However, everything is just speculation.
The "Baja Scorpions" of Groom Lake
F-117A JFT/CFT
The current day 410th Flight Test Squadron traces its history to the formation of the SENIOR TREND Joint (later Combined) Test Force. (Detachment 2, R unit) The unit was established in 1980 as joint test force of Lockheed and Air Force personnel at Groom Lake, Nevada (Det. 3, AFTFC) under the command of Lt. Col. Skip Anderson. (From the earliest days of Senior Trend, the USAF also maintained a detachment of test pilots at Lockheed's Burbank Skunk Works, where operational pilots went through an initial ground training course.) This acceptance test squadron with no name operated at Groom in the early days. The Baja Scorpion was quickly adopted as the symbol of the Lockheed-USAF development effort. The scorpion symbol is the symbol of all F-117A testing. Both the Baja Scorpions and the Dragon Test Team mark their aircraft with the Scorpion.
The Black World
Click on Picture to enlarge
The unit received the first FSD aircraft in January 1981. The first flight was made on 18 June 1981, with Lockheed test pilot Hal Farley at the controls. In addition to developing the aircraft's weapons delivery and aerial refueling capabilities, the unit was responsible for flying and certifying each of the 59 production aircraft before they were turned over to Tactical Air Command (TAC). There were usually four to six test flights (about half contractor and half USAF) for acceptance. They included systems checks, handling qualities evaluations, and low observable verifications. All of these flights (along with delivery to the test site, initial engine runs, taxi tests, etc.) are listed in the flight test logs by date. Aircraft number, pilot name, and mission types are listed. These flights always occurred at the "USAF operating location near Groom Dry Lake, Nevada".
The JTF (Joint Test Force) "Baja Scorpions" continued to fly the five FSD aircraft until 1985, when the first prototype #780 was turned over to TAC for use as an aircraft battle damage repair trainer. In February 1988, the unit received their last aircraft, 831, the only production F-117A modified for flight test.
The White World
According to members of the current Palmdale flight test unit, the unit then operated without any designation at all other than "Baja Scorpions". In 1990 the last F-117A (#843) was delivered. (Note: Although there was a formal ceremony at Palmdale for this "last of the line", it still made its contractor and USAF acceptance test flights at Groom the month before.) The flight test squadron no longer had to perform acceptance flights at Groom Lake of new F-117A aircraft. However, the flight test duties still included flights for refurbished aircraft. In 1991, the second FSD aircraft #781 was relieved of flight test duties, and sent to the U. S. Air Force Museum in Ohio.
In February/March 1992 the nameless test unit moved from Groom Lake to Palmdale Plant 42 (As opposed to Holloman AFB with the rest of the F-117A community) It must be noted that although most of the flight test activity (the infrastructure) moved from Groom Lake to Palmdale, some testing, especially RCS verification and other classified activity is still conducted at Groom Lake. (Det 3)
In February 1992, the unit moved from Groom Lake to Air Force Plant 42, Palmdale, California. Here it came under the operational control of the 2874th Test Squadron. The 2874th TS was soon re-designated 337th TS, to which the F-117 CTF (Combined Test Force) was still attached as Det 5, a depot management unit. Following the recommendation of a Process Action Team sponsored by the AFMC Test and Evaluation Mission Element Board, Det 5 was directed to become an Operating Location under the operational control of the 412th Test Wing at Edwards AFB. In February 1993, however, the test wing's Director of Operations proposed that the unit be established as the 410th Test Squadron. Headquarters AFMC agreed to this, and the squadron was established on 1 March 1993. The commander was Lt. Col. Steven Green, who is the first pilot to log 1,000 hours in the F-117A.)
The 410th TS qualified for the Air Force Organizational Excellence Award for exceptionally meritorious service of national security significance from 8 May 1992 through 31 December 1993. During this period, the unit transitioned from a classified location (Groom Lake) to a "white world" location (Palmdale). Moreover, in a period of only three months, the unit came under the operational control of Air Force Systems Command, Air Force Logistics Command, and finally Air Force Materiel Command. Additionally, the squadron transitioned through two centers, the Sacramento Air Logistics Center and Air Force Flight Test Center. Throughout the turmoil of transition, the unit maintained its flight test capability. The squadron successfully completed developmental flight testing and certification of two major operational flight programs for updated avionics, and development of a new weapon system sensor. In addition, the squadron completed testing of a secret weapon system, development of a low observable antenna, three structural studies and improvement programs, as well as nine product improvement test programs. All programs were completed on schedule.
Name: "The Baja Scorpions"
F-117A Combined (later Joint) Test Force
??? Unit, 4450th TG
Later Det ???, 2874th TS (Test Squadron)
Later Det 5, 337th TS
Later 410th TS, 412th TW (Testing Wing)
Later 410th FTS (Flight Test Squadron), 412th TWMarch 25, 1991
The Baja Scorpions are authorized to move from Area 51 (Det 3, AFTFC) to Palmdale, Plant 42.March 27, 1992
The Baja Scorpions move from Area 51 (Groom Dry Lake base) to Palmdale, Plant 42.???? 1992
The Baja Scorpions become assigned to the 2874th Test Squadron.???? 1992
The 2874th TS was re-designated 337th TS, to which the F-117 CTF was still attached as Det 5.March 1, 1993
The Baja Scorpions become the 410th TS, 412th TW.
Lt. Col. Steven Green assumes command.March 10, 1994
The 410th TS re-designated 410th TFLS (Flight Test Squadron).May 30, 1995
Lt. Col. Charles R. Davis assumes command of the 410th Flt. Test Sq.July 11, 1997
Lt. Col. Greg "Crash" Jaspers assumes command of the 410th Flt. Test Sq.July 31, 1999
Lt. Col. Vince "Ice" Catarina assumes command of the 410th Flt. Test Sq.
Site 7, Plant #42
Click on Picture to enlarge
Click on Picture to enlarge
In 1992 the F-117A CTF moved from Groom Lake to Site
7, Plant 42. Site 7 was originally established in 195? for Lockheed to build the ????. The three original hangers now house the 410th TFLS. Also at Site 7 are the three buildings used for F-117A mods and upgrades.
|
F-117A Mods |
The following is from the April 2001 "LM Aero Star":
By Alice Seabaugh
F-117 applies Lean processes to mod line
Click on Picture to enlarge
"LM Aero modifies nine F-117 aircraft per year at its Palmdale facility. In order to improve the current process, a 25-member team recently analyzed the modification line with Lean principles in mind.
Click on Picture to enlarge
410 Flight Test Squadron
Click on Picture to enlarge
The 410th Flight Test Squadron traces its history to the formation of the SENIOR TREND Joint (later Combined) Test Force. (Detachment 2, R unit) The unit was established in 1980 as joint test force of Lockheed and Air Force personnel at Groom Lake, Nevada (Det. 3, AFTFC) under the command of Lt. Col. Skip Anderson. (From the earliest days of Senior Trend, the USAF also maintained a detachment of test pilots at Lockheed's Burbank Skunk Works, where operational pilots went through an initial ground training course.) This acceptance test squadron with no name operated at Groom in the early days. The Baja Scorpion was quickly adopted as the symbol of the Lockheed-USAF development effort. The scorpion symbol is the symbol of all F-117A testing. Both the Baja Scorpions and the Dragon Test Team mark their aircraft with the Scorpion.
The White World
According to members of the Palmdale flight test unit, the unit then operated without any designation at all other than "Baja Scorpions". In 1990 the last F-117A (#843) was delivered. (Note: Although there was a formal ceremony at Palmdale for this "last of the line", it still made its contractor and USAF acceptance test flights at Groom the month before.) The flight test squadron no longer had to perform acceptance flights at Groom Lake of new F-117A aircraft. However, the flight test duties still included flights for refurbished aircraft. In 1991, the second FSD aircraft #781 was relieved of flight test duties, and sent to the U. S. Air Force Museum in Ohio. In February/March 1992 the nameless test unit moved from Groom Lake to Palmdale Plant 42 (As opposed to Holloman AFB with the rest of the F-117A community) It must be noted that although most of the flight test activity (the infrastructure) moved from Groom Lake to Palmdale, some testing, especially RCS verification and other classified activity is still conducted at Groom Lake. (Det 3)
Click on Picture to enlarge
In February 1992, the unit moved from Groom Lake to Air Force Plant 42, Palmdale, California. Here it came under the operational control of the 2874th Test Squadron. The 2874th TS was soon redesignated 337th TS, to which the F-117 CTF (Combined Test Force) was still attached as Det 5, a depot management unit. Following the recommendation of a Process Action Team sponsored by the AFMC Test and Evaluation Mission Element Board, Det 5 was directed to become an Operating Location under the operational control of the 412th Test Wing at Edwards AFB. In February 1993, however, the test wing's Director of Operations proposed that the unit be established as the 410th Test Squadron. Headquarters AFMC agreed to this, and the squadron was established on 1 March 1993. The commander was Lt. Col. Steven Green, who is the first pilot to log 1,000 hours in the F-117A.)
The 410th TS qualified for the Air Force Organizational Excellence Award for exceptionally meritorious service of national security significance from 8 May 1992 through 31 December 1993. During this period, the unit transitioned from a classified location (Groom Lake) to a "white world" location (Palmdale). Moreover, in a period of only three months, the unit came under the operational control of Air Force Systems Command, Air Force Logistics Command, and finally Air Force Materiel Command. Additionally, the squadron transitioned through two centers, the Sacramento Air Logistics Center and Air Force Flight Test Center. Throughout the turmoil of transition, the unit maintained its flight test capability. The squadron successfully completed developmental flight testing and certification of two major operational flight programs for updated avionics, and development of a new weapon system sensor. In addition, the squadron completed testing of a secret weapon system, development of a low observable antenna, three structural studies and improvement programs, as well as nine product improvement test programs. All programs were completed on schedule.
The Pilots
Click on Picture to enlarge
On March 10th,1994, the 410th Test Squadron was re-designated 410th Flight Test Squadron. (FLTS) On 30 May 1995, Lt. Col. Steven A. Green relinquished command of the 410th Flt. Test Sq. to Lt. Col. Charles R. Davis. On 11 July 1997, Lt. Col. Davis relinquished command to Lt. Col. Greg "Crash" Jaspers. In August(?) 1999, Lt. Col. Greg "Crash" Jaspers relinquished command to Lt. Col. xxxxxx "Ice" xxxxxx. The squadron consists of six pilots. Three pilots are employees of Lockheed Martin's Skunk Works. (Long time F-117A test pilot Tom Morganfeld being among the three.) The other three pilots are USAF test pilots. (Including the commander of the squadron) New F-117A test pilots (USAF and LADC) travel to Holloman AFB, NM and go through training with the operational pilots. Just as their operational counterparts, they are assigned a specific Bandit # upon achieving F-117A flight status. For test pilots the Bandit numbers started at 100, where as operational pilots start at number 150. (The most recently assigned test pilot number was #124 in October 1999) The 410th also uses the call sign "Dagger". "Dagger 1" is always the squadron commander, "Dagger #2" the vice commander, etc. Whereas the Bandit number is different for each individual, a pilot in the 410th would change "Dagger" callsigns as they gained seniority/leadership. These "Dagger" callsigns are often heard in radio traffic around Edwards AFB.
Click on Picture to enlarge
The 410th Flight Test Squadron, 412th Testing Wing, Air Force Flight Test Center, Air Force Materiel Command at Palmdale California Plant 42 operates four aircraft for the purpose of testing new upgrades and modifications for the F-117A. They are YF-117A FSD-2 (#782), YF-117A FSD-3 (#783), YF-117A FSD-4 (#784), and production airframe (flight test modified) #831. These aircraft carry an ED tail code, with the "Squadron bird" carrying the distinctive "XXXX" Edwards AFB fin flash. (picture above)
Besides testing new things and modifications on their YF-117A and F-117A aircraft, the 410th TFLS also performs testing of operational aircraft that are going through the Modification Redelivery Program at Plant 42, Site 5, Palmdale. As work on each aircraft is completed, pilots from the 410th FLTS make a few functional check flights (FCFs) and airspeed/altitude calibration sorties. After these FCF flights, the aircraft is returned to Holloman AFB to be used by the 49th FW.
Recent Activites
In 1997 and 1998, the 410th FLTS had been testing new carbon brakes on #783 and #784 to extend the lifetime of the brakes. Testing included ground taxi runs and numerous actual landings. They had also been conducting air-to-air refueling tests to expand the refueling airspeed envelope to 350 KCAS. This involved both the KC-135 and KC-10 tankers.
From February 2 to February 13 1998, the 410th deployed seven people and one aircraft, #831, to Holloman AFB for tests. The main purpose was to seek knowledge of operational requirements by flying and interfacing with Air Combat Command F-117A units. They also used this opportunity to test a Cloud and Horizon Video Performance modification in the IR Acquisition/Designation System turret. The mod is designed to minimize IR video degradation caused by clouds or horizon encountered in field of view.
The 410th has also tested a hybrid insulation blanket for the exhaust platypus. In February 1998, Ship 784 suffered an in-flight emergency when a single FCS FAIL warning light came on. It landed safely. In the first week of March 1998, Ship 843 made one FCF/pitot static calibration flight following depot maintenance. Later in the month, 843 returned to the operational squadrons at Holloman.
Also in March 1998, #782 was returned to flight status after spending a year in flyable storage. This was done because the other three unit aircraft were due to be in modification for an extended time. That same month, #831 was used for a Integrated Real-Time Information Into The Cockpit/Real-Time Information Out Of The Cockpit For Combat Aircraft (IRRCA) equipment mounting pallet vibration survey test sortie. Faulty instrumentation made the test totally ineffective. A test of the Structural Tracking and Engine Monitoring System (Version 45) was conducted at the same time.
IRRCA
The following was published in Aug 1998 by USAF news.
Click on Picture to enlarge
The future of this technology may be used in other aircraft as well, according to Greek.
Ship #831 was used in April 1998 for Flight Control System Transducer Heat Shield tests. Heat shields are designed to prevent nuisance preflight FCS BIT failures caused by large power-up thermal gradients. In May 1998 , #782 flew five Blow-In Door High Pin test sorties. The hinge pins were redesigned to prevent foreign object damage (FOD) problems. Recent testing has been involving the JSAW missile.
The following was published in the Feb 16, 1999 issue of USAF News contained within a story on the Air Force Flight Test Center and Edwards AFB, Calif.
Click on Picture to enlarge
Public Appearances
Click on Picture to enlarge
Click on Picture to enlarge
Because of their relative proximity, it is the 410th FLTS that makes appearances at the annual Edwards Air Force Base Open House. (Remember, the Baja Scorpions are based at Plant 42, Site 6 Lockheed Martin Skunk-works in Palmdale, Calif.) In past years two to three of the Baja Scorpions do a flying demonstration, then land and become static displays. Last year there was even a weapons loading demo done after their aerial routine. (Often the testing stripes on the bomb bay doors are visible.) This year's Edwards AFB Open House (October 9/10th 1999) featured #783 on Static Display and #782 presenting a nice flying display. Unfortunately #'s 784 and 831 were unavailable due to being down for modifications. Remember, the 410th's primary function is that of USAF Flight Test Operations.
Name: "The Baja Scorpions"
Click on Picture to enlarge
F-117A Combined (later Joint) Test Force
??? Unit, 4450th TG
Later Det ???, 2874th TS (Test Squadron)
Later Det 5, 337th TS
Later 410th TS, 412th TW(Testing Wing)
Later 410th FTS (Flight Test Squadron), 412th TWMarch 25, 1991
The Baja Scorpions are authorized to move from Area 51 (Det 3, AFTFC) to Palmdale, Plant 42.March 27, 1992
The Baja Scorpions move from Area 51 (Groom Dry Lake base) to Palmdale, Plant 42.???? 1992
The Baja Scorpions become assigned to the 2874th Test Squadron.???? 1992
The 2874th TS was redesignated 337th TS, to which the F-117 CTF was still attached as Det 5.
Click on Picture to enlarge
March 1, 1993
The Baja Scorpions become the 410th TS, 412th TW.
Lt. Col. Steven Green assumes command.March 10, 1994
The 410th TS redesignated 410th TFLS (Flight Test Squadron).May 30, 1995
Lt. Col. Charles R. Davis assumes command of the 410th Flt. Test Sq.July 11, 1997
Lt. Col. Greg "Crash" Jaspers assumes command of the 410th Flt. Test Sq.July 31, 1999
Lt. Col. Vince "Ice" Catarina assumes command of the 410th Flt. Test Sq.
The Dragon Test Team
Click on Picture to enlarge
The USAF today describes the Dragon Test Team mission as one which "maximizes USAF and F-117 combat capability by conducting operational test and evaluation, tactics development and evaluation, foreign military exploitation and reliability and maintainability testing".
The Early Years
FOT&E (Follow-On Testing and Evaluation) was responsible for testing the weapons delivery computations of all Operational Flight Programs (OFP) released from Flight Test (Baja Scorpions). Prior to the 4450th TG receiving an OFP, FOT&E was testing Weapons Delivery Center OFPs with #787, a F-117A delivered with the first generation of avionics.
The origin of the Dragon Test Team name can be traced back to 1982 and aircraft #80-0787, named "Pete's Dragon". Pete Barnes, (?) was scheduled to make his first F-117A flight on July 9, 1982. To Pete's surprise, a green dragon (inspired by the invisible creature in Walt Disney's movie "Pete's Dragon") embellished the side of #787 prior to Barnes inaugural flight. A painter for LADC, Brad Brown, had volunteered to perform the paint job the night before on his own personal time.
(In "We Own the Night" there is a picture of the bombbay door of FSD 4, with the writing "The Dragon" and scorpion shaped mission markings.) The scorpion symbol has become the symbol of all F-117A testing. Both the Baja Scorpions and The Dragon Test Team mark their aircraft with the Scorpion emblem. At this time the webmaster's cannot confirm that FSD 4 (#783) "The Dragon" was associated with the Dragon Test Team. However, the author believes that it is not just coincidence and there is a connection somewhere. It would make since that the name "Pete's Dragon" was in response to another airframe being "The Dragon". Again however, this is speculation on the webmaster's part.
The Baja Scorpions (now 410th TFLS) were responsible for flying and certifying each of the 59 production aircraft before they were turned over to Tactical Air Command (TAC). There were usually four to six test flights (about half contractor and half USAF) for acceptance.
Ship #787 and was the first IOT& E/FOT& E aircraft. (Initial Operational Test and Evaluation, and Flight Operational Test and Evaluation respectively) Testing of new concepts was done at the IOT&E level in a test flight setting. If a modification was approved, it would then be tested at the FOT&E level in an operational setting. After both testing phases, the improvement would be incorporated into the USAF fleet.
Ship #787 was delivered to Groom Lake and made it's first flight in the summer of 1982. With the advent of a second generation avionics suite called the Weapons System Computer (WSC), #787 was no longer representative of the aircraft being delivered.
Pete Barnes was assigned to fly IOT&E in #787. Barnes, the second operational TAC F-117A pilot (Bandit #110), made his first flight in #787 on July 9, 1982. The night before the flight, Brad Brown (a painter for LADC) painted a dragon design on the side of the aircraft, after hours, on his own time. The aircraft became known as "Pete's Dragon". On August 23, 1982 #80-0787 was accepted by the USAF.
Pete's Dragon also had it's own patch-a black shield with a green dragon and "Pete's Dragon" in red. Patrick Allen Blazek writes that the origin of the "Pete's Dragon" patch in part derives from the Walt Disney movie of the same name that featured an invisible dragon. The USAF crew chief for the aircraft was Clyde Fonner. To raise money for Fonner's retirement party, the patch was designed.
Click on Picture to enlarge
Pete's Dragon II was airframe #807. It replaced #787 for FOT& E in early 1985. The Dragon name had now become permanently associated with F-117 FOT& E. The USAF personnel involved in the FOT&E program began calling themselves the "Dragon Test Team", and decided that they needed a group patch rather than one associated with a specific aircraft. The first generation Dragon Test Team patch appeared in 1986. The Dragon Test Team members had been under the jurisdiction of the 4450th TG. On Oct 5, 1989, (The same day the 4450th TG became the 37th TFW.) TAC activated the Dragon Test Team as Det. 1, 57th Fighter Weapons Wing, at Tonopah Test Range. Typically the team flew aircraft based at Tonopah, but carried out everyday operations, no longer constrained by "blackness", in better known sectors of Nellis.
The 57 FWW remained in operation until Oct. 1, 1991 when it was re-designated 57th FW. This caused the Dragon Test Team to be activated as DET 1. 57th Fighter Wing. (Most pictures of Dragon aircraft like the ones below and to the right are from this era with the WA Tail-codes. The WA tail-codes indicated being a part of the Nellis based 57 FW. As with other Nellis based aircraft, the "Dragon" wore the distinctive checkered fin flash. The Nellis flash was also incorporated into the emblem of the unit. The picture on the right was taken by photographer Tony Landis in Oct. 1991 outside of Tonopah.)
Click on Picture to enlarge
On Nov. 12, 1991, Brig. Gen. Tony Tolin (who commanded the F-117A's 4450th TG/37th TFW/37th FW from Aug 10, 1988-Aug 16, 1990) took command of the 57th FW. Brig. Gen. Tolin was in charge of the 57th FW during the period when the F-117 force relocated from Tonopah to Holloman AFB. Det. 1, 57 FW was deactivated at Tonopah and activated at Holloman on June 1, 1992. (The day TAC became ACC)
Typically the Dragon Test Team operated a single F-117A (but as need be other F-117A's are "recruited") at Holloman with WA tailcodes, but flew to Nellis for most weapons tests and training. Tolin was still in charge when the 57th FW became the 57th Wing on Feb. 1, 1993. This caused the Dragon Test Team to be deactivated on Feb 1 1993(Some sources April 1), and activated as DET 1, 57th Wing.
The 57th Wing had an OL (Operation Location) at Kirkland AFB, New Mexico, where various aircraft including the F-117 had been evaluating for their vulnerability to EMP (electromagnetic pulse). The 57th Wing was scheduled for reorganization on Oct. 1, 1994. On Oct. 1, 1995, the USAFAWC (57th Wing) was re-designated the 53d Wing under command of the USAF Weapons and Tactics Center at Nellis Air Force Base, Nev., which was re-designated the Air Warfare Center on the same day. The roles and missions of the two units (53d Wing and 57 Wing) were combined into a single center to improve communication, efficiency and combat capability in the test and development process. On 1 October 1996, the Dragon Test Team was reassigned as Det 1, 79th TEG as part of the 53rd Wing .
The following was published in the Sunburst in late 1998.
At some unknown date the 79th TEG became the 53rd TEG, and the Dragon is currently Det. 1, 53rd TEG, 53rd Wing. The 53rd Test and Evaluation Group is responsible for the overall management of the 53rd Wing's flying activities.
The 29th TSS
There are also other 53rd TEG based units that supports the Dragon Test Team at Holloman. The 29th TSS (Training Systems Squadron) operates a unit at Holloman as "OLAA". (Operating Location AA). The 29th TSS has 3 detachments and 6 Operational Location units spread across 9 bases in the United States. The "Bomber Flight" consists of 6 units supporting B-1, B2, B-52, RC-135, JSTARS, and E3-A aircraft respectively. The "Fighter Flight" consists of 3 units supporting the F15, F-16, and the Dragon Test Team (F-117A) respectively. The official mission of the 29th TSS is: "Aircrew Training Device Acquisition, Modification, and Test Program Management". The 29 TSS serves as the "Functional Manager and Technical Expert for Testing, Modification, Acquisition, and Certification of all Combat Air Forces (CAF) Training Systems." and "Conducts Developmental, Acceptance, and Operational Testing for all CAF Training Systems, Implements MAJCOM training system Quality Assurance Programs, and Manages and Conducts all CAF Simulator Certification"
According to the 53rd TEG webpage, the "The 29th Training Systems Squadron is the Combat Air Forces' focal point for technical expertise on all aspects of acquisition, maintenance, certification, hardware and software issues, and government testing for the A-10, B-1, B-2, B-52, E-3, E-8, F-15, F-16, F-22, F-117, EF-111, and RC-135 aircrew training devices. Squadron personnel oversee developmental, acceptance and operational ATD testing, and manage all CAF simulator certification programs. They are directly involved in ATD life-cycle management from concept development and preliminary design review through sustainment and program deactivation -- "cradle to grave." By keeping training devices concurrent, cost effective and viable, the 29 TSS guarantees training systems meet present and future war-fighters' needs while supporting evolving training demands with modern technology."
NOTE FROM WEBMASTER: The 29 TSS may not support the Dragon, but the training mission of the 7th CTS via the F-117A WST.
The 422nd TES
In support of the Dragon Test Team is another unit of the 53rd
Click on Picture to enlarge
TEG, the 422nd Test and Evaluation Squadron based at Nellis. According to the 53rd TEG webpage "The 422d Test and Evaluation Squadron is a composite squadron that conducts operational tests of Attack/Observation A/OA-10, F-15C, F-15E, F-16C, and HH-60G hardware and software enhancements prior to release to the Combat Air Forces through aircraft specific divisions. The squadron develops and evaluates tactics that optimize the combat capability of these weapon systems. They conduct selected foreign materiel exploitation and special access projects and also conduct field visits to familiarize operational units with new developments." Although it is not mentioned in that description, it is known that the 422nd supports the Dragon Test Team through a new "Advanced Programs" branch which has conducted several important foreign materiel exploitation projects and provided support to the F-22, B-2, and F-117A (through the Dragon Test Team) programs.
Unit Heritage of the Dragon Test Team. Designation Parent Unit Beginning Ending OL Tailcode Dragon Test Team 4450th TG Late 1982 10/05/1989 Tonopah ?????? Det 1 57th Fighter Weapons Wing 10/05/1989 10/01/1991 Tonopah 57 FWW, WA Det 1 57th Fighter Wing 10/01/1991 06/01/1992 Tonopah WA Det 1 57th Fighter Wing 06/01/1992 02/01/1993 Holloman AFB WA Det 1 57th Wing 02/01/1993 10/01/1995 Holloman AFB WA Det 1 53rd Wing 10/01/1995 10/01/1996 Holloman AFB WA Det 1, 79 TEG 53rd Wing 10/01/1996 Late 1998 Holloman AFB OT Det 1, 53 TEG 53rd Wing Late1998 Current Holloman AFB OT
Click on Picture to enlarge
| Serial Listing of Dragon Aircraft | ||||
|---|---|---|---|---|
| Serial # | Begining | Ending | Tailcode | Comments |
| 787 | July 1982 | Early 1985 | Named "Pete's Dragon" (FOT&E) | |
| 807 | Early 1985 | Named "Pete's Dragon II" (FOT&E) | ||
| 835 | 57 FWW, WA | Named "The Dragon (DET 1, 57 FWW)" in Gulf War | ||
| 804 | 1991? | 1995? | WA | Picture by Landis in Oct 91
on approach to TTR Full picture is shown on my "Sources" Page. |
| 803 | May 1, 1997 | OT | Damaged in Mishap on landing | |
| 837 | Early 1997 | April 21, 1999 | OT | Damaged in Mishap on landing |
| 803 | ???? | ???? | OT | Briefly used as Dragon??? |
| 835 | May 1999 | Current | OT(?) | Current Dragon |
NOTE: The above information in the table is VERY speculative. I have not so far found a good source for information on the Dragon Test Team. The above is based off of Pictures in books mainly.
Name: "The Dragon Test Team"
??? Det. 4450th TG
Det. 2, USAF
Later Det. 1, 57th Fighter Weapons Wing
Later Det. 1, 57th Fighter Wing
Later Det. 1, 57th Wing
Det 1, 79th TEG, 53rd Wing
Det 1, 53rd TEG, 53rd WingJuly 9, 1982
First flight of #80-0787 "Pete's Dragon". (Origin of Dragon Test Team under 4450th TG)1985
First "Dragon Test Team" patch appears. (Patch above)Oct 5, 1989
TAC activates Det 1, 57 FWW (The Dragon Test Team) at Tonopah.
October 1, 1991
The 57th FWW becomes the 57th FW.June 1, 1992
Det 1, 57th FW (Dragon Test Team) moves from Tonopah to Holloman AFB.
February 1, 1993
The 57th FW becomes the 57 Wing.October 1, 1995
The 53rd Wing and the 57th Wing were combined into a single center.
October 1, 1996
The "Dragon Test Team" is reassigned as Det 1, 79th TEG (Test and Evaluation Group), 53rd Wing.May 21, 1997
Lt. Col. John Gibbons (Bandit #496) assumes command of the "Dragon Test Team".
The Unknown
The 79th TEG, 53rd Wing becomes the 53rd TEG, 53rd Wing.
May 27, 1999
Lt. Col. Glenn Baugher (Bandit #410) assumes command of the "Dragon Test Team". (Lt. Col. Baugher moved from operations officer for the 7th Combat Training Squadron).March, 2001
Maj. Phil "gdo" DeLillo (Bandit #544) assumes command of the "Dragon Test Team".
Test Mishaps
Click on Picture to enlarge
The following are accounts of mishaps that have occurred involving the F-117A. Mishaps are classified into three categories:
- Class A-involving a death or aircraft damage of at least $1 million
- Class B-at least $200,000 in damages
- Class C-at least $10,000 in damage.
The Baja Scorpions
Click on Picture to enlarge
On January 27, 1982 FSD #3 (782) made it's seventh flight. Modified multipurpose display indicators (MDIs) had been installed, and LADC pilot Tom Morganfeld was to conduct a thorough airborne evaluation, as he recalls, "Of course, I thought it would be real easy, and the beautiful weather made it seem more like a pleasure ride than a test hop. Little did I know! Due to a maintenance error, the nose wheel fell off the airplane at take-off rotation. It took a couple of seconds to sort out the problem, as I had several people telling me of my plight simultaneously on the radio. I climbed to altitude while we all talked the problem over. There was even some talk of a controlled ejection, which I summarily rejected. Instead, I just drilled around with my gear still down and completed my test objectives, while the fire crews foamed the runway. The landing went well and the airplane was back flying within days. I did have the machinists' union file a grievance against me, however, for grinding on a nose strut without having the proper job classification! All in good fun and in keeping with our close, team oriented atmosphere."
On September 25, 1985 the left tail fin "fluttered off" of FSD-2 (#781) while doing a pull-up maneuver during a daylight weapons test at Groom Lake. As the black tail with its large white 781 fell to earth, the pilot, Maj. John Beesley, was unaware anything had happened (because of the computer compensation) until the chase plane told him. He brought the aircraft in for a safe landing, and was later awarded the Distinguished Flying Cross. Restrictions were placed on certain regimes of flight (high speed) and thermoplastic fins eventually replaced the all-moving metal ones. (This incident is on file because the whole test was being filmed, but the footage not yet been released to the public.)
An Unknown F117A
The following account of a fire on the runway was published in "The Combat Edge", October 1993. Accompanying the article is a picture of the ground crew. The members were: Sgt. Mark Accord, TSgt. Ronald Machado, SSgt. Carl Harris, SSgt Peter Wojtak, SSgt Lowell Ashlock, MSgt. Michael Parker, Sgt. David Holloway, (all from then the 49 FW at Holloman AFB) and TSgt Ralph Poole. (From the 57 FW at Nellis AFB).
Click on Picture to enlarge
The Dragon Test Team
F-117A #825 (borrowed from 7th CTS by Dragon Test Team)
On June 4, 1997 a brake failure caused a landing gear collapse on 7th CTF assigned F-117A #825 during a landing at Holloman AFB during a borrowed Dragon Test Team sortie. The pilot, Maj. Jonathon E Bachman, Detachment 1, 79th Test and Evaluation Group (Eglin AFB, Fla.), was applying the binders to complete the otherwise normal full stop when a failure in the antiskid system disabled effective braking. Antiskid off, drag chute deploy, nose well steering engage, and brakes reapply were non-effective as the rough wild ride ended with the barrier housing showing all three gear the meaning of respect. Maj. Bachman, egressed with a severe back injury.
Maj. Bachman was initially transported to Holloman's base hospital, where he was determined to be stable and in good condition, and transferred to William Beaumont Army Medical Center in El Paso for further evaluation. When the gear sheared off, Maj. Bachman was subjected to approximately 35 to 40 Gs in the vertical direction, causing him to spend three months in a body cast before being able to return to flying status.
This incident was originally listed as a Class B mishap, later upgraded to a Class A mishap. (As a note: Some reports indicate that the gear actually penetrated upward THROUGH the wing. It hasn't been decided yet whether this aircraft will be repaired. Currently the airframe is in a hanger at the Skunk Works at Plant 42, Palmdale, California.)
An Update:
Aircraft #825 was finally repaired and made it's FCF on Thursday, April 12th, 2001 from the Skunk Works in Palmdale in the new "white" paint scheme.
F-117A #837
Also featured in that July 1998 issue of the ACC's "Combat Edge", was SrA Stephen LaPorte, a crew chief assigned to the Det 1, 79 TEG "Dragon Test Team". On 16 Jan 98, while performing a routine through-flight inspection on F-117A aircraft 837, SrA LaPorte discovered the nose gear torque link was loose. Detachment 1, 79th Test Evaluation Group uses this aircraft for F-117A Follow-on Operational Test and Evaluation. Amn LaPorte continued to troubleshoot the problem and found the strut bushings were worn, the lower strut was backing out, and the nose wheel steering dampener was excessively loose. He brought this discrepancy to the attention of his Senior Maintenance Officer (SMO), the Detachment Commander (Det CC), and the aircraft contractor. Despite the contractor clearing the gear for one more sortie, Amn LaPorte stood by his original finding that the aircraft was not safe to fly. In consultation with his shift supervisor, SMO, and the Det CC, the decision was made to cancel the next sortie even though it was an important classified test mission. Shortly thereafter the depot level technical expert independently overruled the initial one-time flight recommendation. The depot confirmed possible catastrophic results from flying the aircraft. Airman LaPorte immediately ordered a new strut and assisted as Aircraft Repair replaced the defective nose strut, quickly returning the aircraft to fully mission capable status. Further investigation of the steering unit revealed broken teeth on the nose wheel steering dampener potentiometer gear. This condition could have caused the nose wheel steering to fail to a "hard-over" position which on takeoff or landing roll may have resulted in loss of control of the aircraft. Amn LaPorte's sharp eye spotted and corrected this critical discrepancy. His skill and attention to detail averted the potential loss of an F-117A Stealth fighter and possibly saved a pilot's life.
F-117A #837
Click on Picture to enlarge
On April 21, 1999 The Dragon aircraft, #86-0837 suffered extensive damage in an unspecified landing accident. The aircraft belonged to the Detachment 1, 79th Test and Evaluation Group and therefore wore a tail-code of "OT". The accident was reported as a Class A mishap. According to some sources, the damage was quickly repaired and the Dragon was flying again as of October 1999.
F-117A #843
It is known that the final aircraft delivered, #843 caught fire on the ramp (But the date is not known). It reportedly took 15 minutes for the fire department to arrive. This could be the Night Vision Goggle Test incident mentioned above.
410th / United Jetliner "Near Miss"
On September 7, 2000, United Flight 174 departed from Los Angeles International Airport at 8:38 a.m. (11:38 a.m. ET) and was cleared to climb to an altitude of 15,000 feet by air traffic control, said airline spokesman Matt Triaca.
At 8:43 AM the Boeing 757's collision avoidance system, T-CAS, detected an approaching aircraft during the climb, and advised the crew to stop its ascent. The United pilots quickly leveled off to 10,800 feet. The United pilots saw F-117A passed overhead the United Jet. The jets were separated by 500 feet vertically and six-tenths of a mile horizontally according to the United pilot.
No injuries were reported and the flight, with 173 passengers and a crew of seven aboard, arrived in Boston at 4:36 p.m., two minutes behind schedule, according to the United Internet Web page. A United spokesman said passengers might not have noticed anything was wrong.
According to the Aviation Safety Alliance, the potential for a collision exists when aircraft come within 500 feet of each other. Less than 100 feet of aircraft separation would be considered critical.
The F-117A was being flown on a Functional Test Flight (FCF) prior to being re-delivered to the operational squadrons at Holloman AFB after modifications and upgrades at Site 7, Plant 42. The ensuing investigation found that the 410th TS F-117A pilot was operating under Visual Flight Rules (VFR) which require a minimum of 500 feet separation. The F-117A was not "stealthed up" and had received clearance to be in that airspace. The airspace over the Palmdale Desert area east of Los Angeles near Edwards AFB was recently opened to commercial traffic before this "mishap". In the end, it was found that the F-117A was operating within the guidelines set by VFR operations, and the entire incident was a "non event".
YEAR |
CLASS A # |
CLASS A RATE |
CLASS B # |
CLASS B RATE |
DESTROYED # |
DESTROYED RATE |
FATAL PILOT |
FATAL TOTAL |
FY HOURS |
CUM HOURS |
|---|---|---|---|---|---|---|---|---|---|---|
FY79-90 |
N/A |
N/A |
N/A |
N/A |
N/A |
N/A |
N/A |
N/A |
N/A |
N/A |
FY91 |
0 |
0.00 |
0 |
0.00 |
0 |
0.00 |
0 |
0 |
17,875 |
17,875 |
FY92 |
1 |
8.71 |
0 |
0.00 |
1 |
8.71 |
0 |
0 |
11,481 |
29,356 |
FY93 |
0 |
0.00 |
2 |
15.95 |
0 |
0.00 |
0 |
0 |
12,538 |
41,894 |
FY94 |
0 |
0.00 |
0 |
0.00 |
0 |
0.00 |
0 |
0 |
12,136 |
54,030 |
FY95 |
2 |
15.62 |
0 |
0.00 |
1 |
7.81 |
1 |
1 |
12,904 |
66,834 |
FY96 |
0 |
0.00 |
1 |
7.59 |
0 |
0.00 |
0 |
0 |
13,171 |
80,005 |
FY97 |
3 |
23.69 |
0 |
0.00 |
1 |
7.90 |
0 |
0 |
12,661 |
92,666 |
FY98 |
0 |
0.00 |
0 |
0.00 |
0 |
0.00 |
0 |
0 |
12,470 |
105,136 |
FY99 |
1 |
7.35 |
1 |
7.35 |
0 |
0.00 |
0 |
0 |
13,599 |
118,735 |
FY00 |
0 |
0.00 |
0 |
0.00 |
0 |
0.00 |
0 |
0 |
13,585 |
132,320 |
FY01 |
0 |
0.00 |
1 |
7.25 |
0 |
0.00 |
0 |
0 |
13,801 |
146,121 |
FY02 |
0 |
0.00 |
0 |
0.00 |
0 |
0.00 |
0 |
0 |
13,012 |
159,133 |
LIFETIME |
7 |
4.40 |
5 |
3.14 |
3 |
1.89 |
1 |
1 |
159,133 |
|
5 YR AVG |
0.2 |
1.50 |
.4 |
3.01 |
0.0 |
0.00 |
0.0 |
0.0 |
13,293.4 |
|
10 YR AVG |
0.6 |
4.62 |
0.5 |
3.85 |
0.2 |
1.54 |
0.1 |
0.1 |
12,977.7 |
|
|
F-117A Upgrades I |
Configuration Updates
Click on Picture to enlarge
The F-117A fleet has received a succession of minor updates, usually aimed at improving maintainability and reliability, and consisting of minor wiring changes and similar small "fixes". They include the following:
Configuration Update 1:
Applied to 11 aircraft between October 24, 1983 and January 8, 1986.
Configuration Update 2:
Applied to 8 aircraft between July 7, 1985 and October 28, 1986.
Configuration Update 3:
Applied to 12 aircraft between July 7, 1986 and January 15, 1988.
Configuration Update 3+:
Applied to 3 aircraft between September 10, 1987 and May 3, 1988.
Configuration Update 4:
Applied to 26 aircraft between January 8, 1988 and October 25, 1990.
Configuration Update 5:
Applied to 54 aircraft between June 21, 1990 and March 8, 1995.
Configuration Update 5+:
Applied to 11 aircraft between October 1994 and December 1996.
Configuration Update 6:
Began in November 1996
OCIP I -WSCS
The first major upgrade was the Weapons System Computational Subsystem (WSCS) upgrade and the integration of the new GBU-27. The GBU-27 would become the primary weapon of the F-117A used extensively in Desert Storm. It marked the first phase of the Offensive Capability Improvement Program (OCIP) modification and was authorized on April 1, 1984. Deliveries of WSCS-modified aircraft took place between November 1987 and June 1992. The WSC upgrade replaced the three Delco M362F mission computers (also fitted to the F-16) witha single AP-102, a repackaged version of the computer NASA uses on the Space Shuttle.
OCIP II
Click on Picture to enlarge
The F-117A gained a new cockpit layout under OCIP phase II. The original, centrally mounted FLIR/DLIR display was replaced by a Harris Corporation digital moving map display, with the IR imagry now displayed on one of the two Honeywell color, multifunction LCD screens. These replaced the original monochrome, Texas Instruments Multifunctional Displays (MFDs) on the left and right hand sides of the main panel. The liquid crystal display data entry panel allows the pilot to select from 256 avionics functions. The new cockpit equipment is designed to minimize the chance of pilot disorientation at nighttime, which was the primary cause of three accidents involving operational F-117s.
OCIP II also introduced a four-dimensional flight management system, adding autothrottle (computer control of the throttles to meat specific waypoints at specific times during the mission) as well as autopilot. The first test flight of an OCIP II aircraft was conducted on December 1, 1988 in ship #831. Ship #831 was bailed back from the USAF and currently serves as the only production airframe used for testing with the 410th FLTS at Plant 42, Palmdale . The first modification kit was installed in April 1990, and modification of the last aircraft was completed on March 8, 1995.
OCIP III (RNIP / RNIP+
Despite the accuracy of its Internal Navigation System (INS), the F-117A was extremely weather dependent. With no ability to use ground-mapping radar or terrain-reference navigation systems, the F-117A relied on clear skies for precision navigation to its initial point (IP) and target. The main feature of the OCIP III program thus lay in the final replacement of the specially selected and calibrated B-52 Honeywell SPN-GEANS INS. Under this Ring Laser Gyro Navigational Improvement Program (RNIP), the original INS was replaced by new Honeywell H-423/E laser INS. Although accurate, the SPN-GEANS took more than 40 minutes to align and was becoming increasingly difficult to support. The new INS aligns rapidly, is more accurate and offers a much improved mean time between failures (MTBF) factor. The subsequent integration of a Rockwell-Collins GPS with low observable antennas brought a program redignation from RNIP to RNIP+, and marked significant improvement again in navigational accuracy. RNIP+ also included a Weapons System Computer (WSC) upgrade.
Click on Picture to enlarge
The RNIP+ upgrade started as a classified program. The covert patch on the right was developed during this period. As with many previous F-117A patches, because of the covert nature of the program, only abstract symbols were used in the design of the emblems. This design was derived from a far side cartoon representing the old systems that would be used to defeat the stealth and what the new upgrade would do to it.
The following was published on January 27, 1997 by the USAF/LMSW.
"On January 24, 1997 Capt. David Toomey departed Palmdale Plant 42 on his way to RNIP+ delivery ceremonies at Holloman AFB, NM. Lockheed Martin Skunk Works delivered - on time and under budget - the first F-117A stealth fighter equipped with a vastly improved navigation system. (From the January 24, US Air Force News".)"RNIP+ was a $100 million modification and upgrade program to the F-117A. "The upgrade improves both the supportability and accuracy of the navigation system," F-117A Program Manager Ross Reynolds said. "A Skunk Works-developed low-observable antenna enables our newly incorporated global positioning system to provide continual aircraft position accuracy within 30 feet, anywhere in the world, without the use of ground navigation aids."
The Ring Laser Gyro Navigation Improvement Program (RNIP) began in 1991 when the decision was made to replace the original F-117A navigation system with a ring laser gyro to improve supportability. In May 1993, the Air Force expanded the program to upgrade the aircraft's weapon system computers with increased memory and processing speed, while at the same time replacing the navigation control display in the cockpit and incorporating the global positioning system. This resulted in the plus (+) being added to the RNIP acronym.
The first development aircraft flew in December 1994, which began an 18-month flight test program conducted by the 410th flight test squadron at Plant 42 in Palmdale. Retrofit of the F-117A fleet is under way at the Skunk Works, with completion currently scheduled for the last quarter of 1999.
Program officials at Aeronautical Systems Center, Wright-Patterson AFB, Ohio, said the new system is three times more reliable and requires 100 times less maintenance than the current system. Additionally, the time needed to calibrate the equipment before takeoff dropped from 43 to 15 minutes. Pilots also have the option to take off within 90 seconds and complete the navigation alignment in about five minutes while airborne using GPS.""
The following was published on February 11, 1997 by USAF News.
"by Tech. Sgt. Anne Proctor
Air Combat Command Public Affairs
HOLLOMAN AIR FORCE BASE, N.M. (AFNS) -- A new and improved F-117A Nighthawk stealth fighter touched down here Jan. 22.The Lockheed Martin Skunk Works delivered the first F-117A configured with a new navigation system to the 49th Fighter Wing. Dubbed "RNIP-Plus," the Ring Laser Gyro/Global Positioning System Navigation Improvement Program reduces the drift pilots experience during flight.
Drift is when an aircraft's navigation system wanders off its intended flight path -- a computer problem in the older Inertial Navigation Systems.
The 49th FW commander, Brig. Gen. Dennis Larsen, is impressed with the RNIP-Plus. He noted that in a recent mock-bombing mission before the upgrade he experienced a drift of 1,500 feet; a sharp contrast to fellow pilot Capt. David Toomey's encounter of zero feet using the new RNIP-Plus.
"It blew my mind," said Larsen. Toomey is a pilot in upgrade training with 9th Fighter Squadron at Holloman.
The new system uses computer technology to integrate the INS and Global Positioning System -- a group of more than 22 satellites the Air Force uses to provide navigation data to its aircraft. The net result is the pilot gets continuous updates to the plane's altitude and overall position, said Maj. Brian Foley, F-117A special projects manager at Air Combat Command, Langley Air Force Base, Va.
Not only does the RNIP-Plus boost navigation, it also strengthens the F-117A's targeting capability. Foley said Nighthawk pilots have more precision with RNIP-Plus because the aircraft's "cross hairs" are aligned closer to the target than with previous navigation and targeting systems.
The configuration includes a new control display navigation unit in the cockpit allowing the pilot to quickly reference and check flight data. The control display also collects and stores maintenance data on the INS and GPS, a plus for post-mission maintenance.
Retrofit of the F-117A fleet is currently under way by Lockheed Martin Skunk Works with a planned completion in October 1999. (Airman 1st Class Aaron Cram, 49th Fighter Wing Public Affairs, contributed to this article). "
MIPS / MLU
A comprehensive midlife upgrade (MLU) for the F-117A was formally studied under the Midlife Improvement Study (MIPS) launched in early 1995. This was planed to investigate further signature reduction measures (though these were trimmed from the study in the 1996 budget) together with the integration of new weapons. The MIPS looked closely at integrating weapons with GPS guidance (including JDAM and JSOW) via a MIL STD-1760 digital data bus. This measure was also proposed for the proposed A/F-117X variant. Some sources suggest that other features from the various proposed F-117A variants (including a transparent F-22 type cockpit canopy) were also examined under MIPS.
The MIL STD-1760 data bus was actually installed in F-117As from September 1994 onwards, and development will be completed during FY00. A smart weapons-integration contract was awarded to the Skunk Works in September 1998, which will see full integration of the JDAM and WMCD.
IRADS
Click on Picture to enlarge
The F-117A's original IRADS targeting system was completely reliant on clear weather, and the aircraft was subject to a high abort/DNCO rate due to less than ideal conditions. The IRADS itself was the subject of a Block 1 modification (replacing circuit boards, providing heavier stops and rerouting wiring) between 1986 and 1988, and an F3 turret modification that commenced in 1993. The original FLIR and DLIR sensors were replaced by new Texas Instruments thermal imaging sensors. The F3 turret was first flown on August 14, 1992, and flight-testing was completed on February 12, 1993. Production turrets were retrofitted between October 1, 1994 and October 1996.
Click on Picture to enlarge
Modifications in this area are currently under way. The second generation Raytheon Systems Company Integrated Acquisition and Designation System (IADS) incorporates the addition of a new video tracker and system controller in the existing F3 turret. This will allow more accurate "painting" of the target. The IADS will integrate an imaging IR sensor into the system, providing high-quality imagery that can be transmitted to other aircraft or stations on the ground using a low-probability-of-intercept, encrypted data-link. This link will not compromise stealth characteristics. A $10 million contract for 50 sets (43 new production units and seven refurbished development sets) was placed by the USAF Aeronautical Systems Center (ASC) at Wright-Patterson AFB in September 1998. Installation should begin in December 1999.
Diagnostic Imaging Radar
From October 1999 USAF Airman Magazine:
NOW YOU SEE IT, NOW YOU DON'T
Story by Tech. Sgt. George Hayward
At Holloman Air Force Base, an innovative radar system helps make stealth even stealthier.
The flaw can be so subtle you can't see it with the naked eye. But that's all it might take. A layer just too-thin enough that an enemy radar will reflect off it and reveal the aircraft hidden beneath.
Unless our radar sees it first.
Contrary to many a layman's belief, the F-117 stealth fighter is not completely invisible to radar. It's what experts call "low-observable." Due to its shape and a special radar-absorbent coating, the aircraft is all-but-undetectable by radar. Maintainers at Holloman Air Force Base, N.M., home of the stealths, keep the Nighthawk stealthy with constant upkeep on that coating. And a new radar system there tells them exactly where to add an extra touch of "invisible ink."
With the Diagnostic Imaging Radar, Holloman maintainers take photos of stealth birds that reveal not only if the aircraft will show up on radar scopes, but also what - a certain seam or particular panel - the radar sees.
"This is a tool to let us see how our job can impair or improve the aircraft's stealth capability," said Staff Sgt. Chad Brown, a program technician. "It's done a lot more than what we thought it would do."
The program uses a Mark V radar to shoot almost 100 images of a parked aircraft, from a variety of angles. Special panels of the radar-absorbent material are wrapped around the airplane's landing gear, so the aircraft looks to the radar like it does when flying. The images are fed through a diagnostic analysis computer, which reveals not only if the aircraft is visible to the radar, but where specifically "Martian magic" is needed to make it stealthier.
The "Martians" are maintainers who lay on the radar-absorbent coating in Holloman's Material Application and Repair Section. It's meticulous work, gluing sheets and strips of radar-absorbent material to the aircraft with a paste that is equally radar-absorbent. "From a Martian's standpoint, it shows you what little things can impact the aircraft," said Brown, a former Martian.
Those "little things" are invisible to the naked eye, but not to a radar. Not enough glue here, an imperceptible gap in material there, and the aircraft may show up on enemy radar screens. Holloman's system pinpoints those little things for the Martians, who then do some patchwork. It's like touching up a paint chip on your prized sports car.
"There's one specific goal - to be sure the pilot has a safe, low-observable airplane to go into any combat zone or contingency. So he can do his mission and come back alive," said the radar's manager, Master Sgt. Tony Garza.
Click on Picture to enlarge
The $36 million program started about three years ago, and Holloman has two fully deployable systems. Each stealth fighter squadron has a team of trained maintainers, and Garza and Brown - along with Staff Sgt. Dan Jeffries - have been with it since conception. "We've been with it from paper to reality," Garza said. "And we've seen tremendous results. The program has already paid for itself."
Currently, aircraft usually get "shot" before and after unscheduled maintenance. But the staff members hope to eventually use it to extend the stealthiness and service life of each F-117 by imaging them on a regularly scheduled basis.
Just like the performance differences and quirks between two automobiles - or even aircraft - of the same model, each F-117 has its own stealth traits. "We want to use the system to image the entire fleet so we know what every aircraft looks like," Garza said.
"As each airplane gets older, we'll be able to keep it stealthy," added Jim Crawford, one of the program's contractor engineers.
Not only keep it stealthy, but make it stealthier. "When you get a plane out here and don't see anything on the radar, you feel good," Brown said.
F-117A Upgrades II
SCF
On October 16, 1996 it was published:
Click on Picture to enlarge
"The U.S. Air Force officials said it's F-117A Nighthawks are headed for an upgrade program intended to cut support cost and increase availability and possibly improve stealth characteristics. Known as the Single Configuration Fleet effort, the program is scheduled to begin in 2000 and service all F-117s by the end of 2004.The F-117s now have more than one major radar absorbing material (RAM) and "a labor intensive access panel technology." The new program would address these issues with a single, optimized RAM coating, new leading edge technologies and advanced access panel technologies. An Air Force official said this effort is not part of a plan for the F-117 mid-life upgrade that Lockheed Martin Skunk Works, Palmdale, Calif., has been asked to develop."
On April 14, 2000 a gloss white F-117A was seen making several low passes and eventually landing at Skunk Works in Palmdale, Calif. F-117A #85-0816 was conducting a functional test flight after completing modification upgrading with new exterior low observables materials. The aircraft had received a white primer coating and was flown prior to the application of final coating of black paint.
Aviation Week published on May 15, 2000:
F-117 Gets Standard Stealth Configuration
by MICHAEL A. DORNHEIM/LOS ANGELES
Exhaust System
By far one of the most .....
In 1991, persistent problems with the unorthodox exhaust system led to a decision to fit a new type of engine exhaust system involving the use of a new bottom side to the shelf-like extension over which the exhaust passes. The modification involves the use of new heat shields, better seals, new airflow paths, and new high- temperature thermal protection at the edge of the exhaust system. Most of these changes were designed to improve the maintainability of the exhaust system, which had proven to be a persistent problem.
The high exhaust temperature also caused problems for the composite materials. The following was published in November 1993 by USAF.
""Achievement: A new high temperature composite material resin developed by Wright Laboratory's Materials Directorate is being used to solve a recurring heat damage problem on the fuselage trailing edges of the F-117A stealth fighter. Their AFR700B resin has increased the temperature capability of organic matrix composites by 150 degrees F to 700 degrees F and provides enhanced processability and, for the case of the F-117A, improves the aircraft's performance while maintaining its low-observable profile.
Background: Air Force aircraft performance requirements continually demand more of aerospace materials. They must be lighter and stronger while operating at increasing temperatures. To help meet these demands, researchers at Wright Laboratory's Materials Directorate have developed an improved resin, called AFR700B, that increases the maximum operating temperature for composite materials. The F-117A aircraft has fuselage trailing edges made from composite materials that were being damaged by exposure to high temperatures. Hot exhaust gases from the aircraft's engines were charring the trailing edges causing replacement of the composite material. Scientists and engineers from the directorate's Nonmetallic Materials Division worked jointly with the F-117 System Program Office at Sacramento Air Logistics Center (SM-ALC) and the USAF Advanced Composites Program Office to use the AFR700B material and correct the problem. The Materials Directorate supplied the AFR700B prepreg material to SM-ALC who fabricated the trailing edge parts. The parts were furnished to the Consolidated Test Facility for a flight test. The flight test proved the AFR700B parts performed satisfactorily and the SPO at SM-ALC accepted them for use on all F-117A aircraft.
Payoff: AFR700B resin offers aircraft designers an advanced lightweight composite material for high temperature applications. Using the resin for in-house fabrication of parts to solve a recurring heat damage problem on the fuselage trailing edges of the F-117A stealth fighter will save the Air Force at least $15 million in acquisition costs and $50 million in life cycle costs.""
In 1994, the team of engineers from Wright Laboratory's Materials Directorate and the Sacramento Air Logistics Center (SM-ALC) mentioned above received the first Lt. Gen. Thomas R. Ferguson, Jr. Award for Excellence in Technology Transition for AFR700B. Kenneth M. Johnson, Dr. James R. McCoy and Capt. Michael W. Holl from the Materials Directorate and Allegra D. Hakim, Richard B. Warnock, Anthony Brindisi and Dennis M. Conboy from SM-ALC collaborated to develop AFR700B. The award will be presented annually to the individual or team responsible for the most significant transition of technology from the laboratory to an operational Air Force system during the previous year.
The following was published in October 1999 by USAF Material Command.
"The Air Force Research Laboratory's Materials and Manufacturing Directorate at Wright-Patterson Air Force Base, Ohio, recently completed one of the most successful parts replacement projects on record.
Working with the F-117 System Program Office at the Sacramento Air Logistics Center, McClellan AFB, Calif., and the Air Force's Advanced Composites Program Office, also at McClellan, the directorate designed, developed and transitioned a high-temperature composite material system for operational aircraft which solved a recurring heat damage problem on F-117A's fuselage trailing edges. This composite increases the heat tolerance by 150 degrees Fahrenheit, improves performance and helps ensure a low-observable profile.
As aircraft become increasingly sophisticated, Air Force performance requirements continually demand more of the aerospace materials used to build them. These materials must be lighter and stronger, able to withstand higher temperatures and cost-effective. Materials and Manufacturing researchers supplied the composite material to employees of SM-ALC, who in turn fabricated the new trailing edge parts. Subsequent flight tests proved the composite parts performed satisfactorily and the program office accepted them for use on F-117A aircraft.
Click on Picture to enlarge
SM-ALC determined it could fabricate the composite parts in-house at a cost of about $5 million below the price estimated by an outside aerospace vendor. A total of 450 separate component parts were fabricated at SM-ALC using this technology, with the last component assembled in January.
Using the resin for in-house fabrication of parts to solve the recurring heat damage problem will save the Air Force at least $15 million in acquisition costs and a reported life cycle savings of $50 million.
This, and the fact that only one component has been returned for rework, makes the composite program one of the most successful parts replacement efforts on record. In addition, it earned the Lieutenant General Thomas R. Ferguson, Jr., award for excellence in technology transition.
-Mr. Pete Meltzer, Jr.
AFRL Materials and Manufacturing Directorate"
Structural Modifications
Besides the minor changes incorporated under the updates listed, some significant structural changes have been made. Wing root modifications were incorporated from the 24th aircraft and were subsequently retrofitted to all earlier F-117As. Aircraft number 781 lost one of its tail fins in flight on September 25, 1985. The cause was found to be flutter and a program was instituted to design a stronger unit. A new, graphite thermoplastic-composite tail fin was authorized in August 1986 and was first flown on ship # 784 on July 18, 1989. It was incorporated on the production line and, by 1992, retrofitted to all earlier aircraft. New composite bomb bay doors were added around the same time to allow simultaneous drops of two weapons. (This had been impossible with earlier doors) Furthermore, life-limited skin panels are being replaced and webs are being retrofitted in a program scheduled to run from FY02/99 to FY02/04.
TSPR Depot Maintenance
Click on Picture to enlarge
On October 2, 1998 Skunk Works was awarded a $1.8 billion dollar maintenance contract for the F-117A. The cost-plus-incentive fee Total System Performance Responsibility (TSPR) contract provides for fiscal year 1999 through fiscal year 2006 and marked the beginning of an unprecedented government acquisition strategy to lower the total ownership cost of the F-117 fleet.. Under TSPR, the Skunk Works provides support in the areas of program management, engineering technical assistance, depot activities, logistics, spare parts administration/warehouse operations, subcontract management and field support to the 49th Fighter Wing at Holloman Air --more-- Force Base, N.M. The SPO retains core functions for program direction, requirements determination, contract management, budgeting/financial execution and product/service acceptance.
Under TSPR's Cost Plus Incentive Fee/Award Fee contract, the Skunk Works' achievements during fiscal year 1999 (Oct. 1, '98 - Sept. 30, '99) have been significant. The company scored 100 percent in its performance against incentive objectives or "metrics" in the areas of spare parts availability; timeliness and quality of depot-delivered modified aircraft; deficiency report response time and weapon system trainer availability. Five government entities-the 49th Fighter Wing-Holloman AFB, the Air Force SPO, Air Combat Command, the 410th Test Squadron and the Defense Contract Management Command-judged technical performance, management performance, subcontracting and customer satisfaction in order to determine the award fee. The Skunk Works achieved a grade of "Excellent" with a 98 percent award fee. Cost-effective implementation of TSPR also resulted in government savings achieved under a 50/50 cost share provision of the contract.
