Click on Picture to enlarge

+ Larger Font | - Smaller Font

The Early Years

 

"During the air war over Vietnam, the most lethal threats facing US air elements were radar-directed surface-to-air missiles (SAMs) and anti-aircraft artillery (AAA). It was extremely disruptive, often resulting in attack aircraft missing their targets in order to evade SAMs or dodge AAA. Latterly, during the 1973 Yom Kippur War, the Israeli Air Force lost 109 aircraft in just 18 days, virtually all of them falling victim to radar-guided SAM or AAA batteries

With the Soviet Union having developed a highly-sophisticated, integrated defense network, US planners estimated that if the Israeli loss ratio was extrapolated into a NATO / Warsaw Pact scenario, NATO Air Forces would be decimated in just over two weeks. Clearly, what was needed was a fundamental rethink on how to redress this imbalance.

 

Submission

 

RCS testing on this small model of Have Blue in Lockheed's anechoic chamber at Rye Canyon, helped to confirm the predicted values obtained by Echo 1.

In 1974, Ken Perko in Tactical Technology Office (TTO) at the Defense Advanced Research Projects Agency (DARPA), requested submissions from Northrop McDonnell Douglas, General Dynamics: Fairchild and Grumman, addressing two considerations:

1) What were the signature thresholds that an aircraft would need to achieve to become essentially undetectable at an operationally useful range?

2) Did those companies possess the capabilities to design and produce an aircraft with those necessary low signatures?

Fairchild and Grumman declined the invitation to participate, while General Dynamics emphasized the continued need for electronic counter measures. Submissions from McDonnell Douglas and Northrop, however, demonstrated a grasp of the problem, and consequently, were awarded contracts worth approximately $100,000 each during the closing months of 1974 to conduct further studies.

On January 17, 1975, 'Kelly' Johnson's protégé, Ben Rich, became President of Lockheed's legendary Skunk Works. It was while Ben was still Kelly's Deputy, that the former became aware of the low-operability study. Lockheed hadn't been one of the five original companies approached by the DARPA team, simply because it hadn't produced a fighter for nearly ten years. Ben, however, obtained a letter from the Central Intelligence Agency (CIA), granting the Skunk Works permission to discuss with DARPA the low-observable characteristics of the A-12 and D-21 drone. After much negotiating, Lockheed was allowed into the competition without a Government contract - a move that ultimately paid a handsome dividend.

 

"The Hopeless Diamond"

 

In early 1975, the initial Skunk Works Project Team consisted of Ed Martin (Project Manager), Dick Schemer and Denys Overholser. Overholser had recalled a discussion with his then boss, Bill Schroeder, some years earlier, concerning the mathematics and physics of optical scattering. The two had concluded that detectable signatures could be minimized utilizing a shape composed of the smallest number of properly orientated flat panels. In addition, Schroeder believed that it was possible to develop and resolve a mathematical equation capable of calculating analytically, the reflection from a triangular flat panel; this in turn he hypothesized could be applied in a calculation relating to RCS. Overholser had hired his former boss out of retirement and as Schroeder's mathematical computations became available, Overholser and his team of two engineers were able to use these to write the computer program that could evaluate the RCS of prospective design submissions nominated by Dick Scherrer and his group of preliminary design engineers. Derys and his team worked night and day, and in just five weeks produced an RCS prediction program known as 'Echo 1'. The resultant model was a faceted delta wing design which had more than its share of skeptics within the Skunk Works, some in aerodynamics referring to the shape as 'the Hopeless Diamond'. However, with $25,000 procured from the Lockheed board, two, one-third scale, wooden models of 'the Hopeless Diamond' were built, one was used by the aero-dynamists, the other being used to measure RCS values in Lockheed's anechoic chamber. The first series of tests conducted in June 1975, demonstrated that its RCS 'spikes' matched precisely those predicted by Echo 1. The model was then moved outdoors to a radar test range near Palmdale, on the Mojave Desert. Yet again, test results conformed well with Echo 1 predictions, creating greater levels of confidence in both the computer program and the faceted design concept.

Lockheed submitted two proposals to DARPA, one included the predicted and measured signature data for 'the Hopeless Diamond', the other provided the predicted data for an air vehicle of flyable configuration. These submissions came about in response to DARPA issuing proposals to the three competitors for what was to become known as the Experimental Survivable Test-bed (XST) program, which was informally requested in the late summer of 1975.

 

The Competion

 

Major Norman "Ken" Dyson was recruited into the Have Blue programme by Gen Tom Stafford (Deputy Chief of Staff for Research and Development - DCS/R&D), while he was serving as the director of the F-15 Joint Test Force

Northrop's XST entry was similar in appearance to that of Lockheed's, however, its design had been developed from a computer program called GENSCAT, this also had its origins in mathematical equations associated with the physics of optics. McDonnell Douglas had been the first to determine what the RCS thresholds for the competition were likely to be; however, it was unable to design an aircraft that could achieve anything like those goals. With RCS results from both Lockheed and Northrop verging on the revolutionary, DARPA determined that the program should be developed into a two-phase, full-scale, flight test demonstration. Phase 1 would culminate in a ground RCS evaluation of large-scale models, following which, one contractor would be selected to proceed with Phase 2; the construction and flight testing of two demonstration vehicles. The estimated cost for the XST program was $36 million and this would be split between the successful contractor, the Air Force and DARPA. On November 1, 1975, Lockheed and Northrop were each awarded contracts of $1.5 million to conduct Phase 1 of the XST program.

Click on Picture to enlarge

In early April 1976, Lockheed received word that it had officially won that phase of the competition. However, DARPA urged the Northrop team to remain together - shortly thereafter it successfully submitted studies for a Battlefield Surveillance Aircraft, Experimental (BSAX) which eventuated into TACIT BLUE, the highly-successful flight demonstration program that provided vital data for the subsequent B-2 bomber program.

Phase 2 of the XST program was codenamed HAVE BLUE, and was initiated on April 26, 1976, with the Skunk Works being authorized to proceed with the design, construction and flight testing of two technology demonstrator aircraft.

 

"Have Blue" Had Three Objectives

 

1. Validate in flight, the four low-operability signatures identified earlier in the program (radar, infra-red, acoustic and visual).

2. Demonstrate acceptable performance and flying qualities.

3. Demonstrate modeling capabilities that accurately predict low-observable characteristics of an aircraft in flight.

Click on Picture to enlarge

Manufacturing was placed under the direction of Bob Murphy and the entire Engineering, Fabrication and Assembly of Have Blue was carried out in legendary Building 82 (birthplace of the F-104, U-2 and A-12).

Just three assembly tools were used on the project; wing, forward fuselage and aft fuselage. The sub assemblies were all made on a tooling plate left over from where the main frames for the C-5 Galaxy had been machined. On the morning of Wednesday November 16, the prototype HAVE BLUE (HB1001) was flown by C-5, from Burbank to Area 51, where it was reassembled and readied for a final series of pre-flight tests. On December 1, 1977, Bill Park completed HB1001's maiden flight.

Click on Picture to enlarge

Have Blue was 47.25 ft long, 7.5 ft high and had a span of 22.5 ft. Its modified delta wing, had a sweep of 72.5 deg, creating a wing area of 486 sq. ft. Powered by two General Electric J85-GE-4A non-afterburning engines. HB1002, seen here, was a dedicated RCS test-bed aircraft.

The first five sorties in aircraft number one were completed by Bill, with Air Force Test Pilot Ken Dyson flying in a T-38 'Chase' aircraft. On January 17, 1978, Ken completed his first flight in the HAVE BLUE prototype. All was proceeding well, and by May 4, 1978, Bill had conducted 24 flights on HB1001 and Ken, 12. However, whilst returning to Area 51 that day, Bill was involved in a landing incident which damaged one of the aircraft's main undercarriage legs. Retracting the gear, and going-around for another landing attempt, Bill discovered that the damaged leg would only half extend. Despite several attempts to free the jam by pounding the other main wheel on the runway, it steadfastly refused to budge. As fuel depleted, the decision was made to climb the aircraft to 10,000ft (3,000m) and for Bill to eject. However, on the climb, the aircraft ran out of gas and Bill was forced to eject, during the course of which he hit his head and was knocked unconscious. Still unconscious when he hit the ground, he sustained back and leg injuries that forced an. early retirement from test flying.

It would take a further six months to prepare HB1002 for its maiden flight; an event which took place early on the morning of July 20, 1978, all was at last ready for HB1002 to take to the air. Ken Dyson recalls: "We flew three flights to check the airplane out, then on August 9, 1978, we began to take the first airborne RCS measurements. I flew against a ground-based facility and on these first series of tests, they wanted to check-out the cross-section of the airplane nose-on, that's with a look angle of zero. To achieve this, I climbed to a predetermined altitude and maintained a heading that would take me right over the radar test site. When I reached the test point, I configured the airplane for a descent, making sure my speed, angle of attack and rate of descent was exactly correct. I had to keep control movements to a minimum in order to provide accurate test data, so I switched in the autopilot. Well, as soon as I did that, the nose went right and the wing rolled slightly left".

"I later learned that Ben Rich, who was watching the test in the radar control room went crazy, asking, 'What does that goddamn Air Force pilot think he is doing? Is he deliberately side-slipping the airplane to screw-up our test results" I decided to switch off the autopilot and fly manually, something we'd planned not to do, because the test engineers didn't think the necessary tight parameters could be achieved manually. Well it seemed to work pretty good, and after that, I flew all the tests manually - we never did resolve the problem with the autopilot. Virtually every flight in airplane two was associated with RCS measurements, and if we weren't measuring radar returns, we would be flying the airplane against operational systems to see if they could see us, to my knowledge, none did."

Click on Picture to enlarge

The Senior Trend program successfully integrated VLO technology demonstrated during Have Blue, into a formidable, operational weapons platform. This wind tunnel model, clearly illustrates one of several design changes implemented as a result of the earlier program - the outboard cant of the tail units.

On June 29, 1979, Dyson air aborted HB1002 shortly after take-off, following a fluctuating hydraulic pressure reading. He continues: "On July 10, we flew again and the airplane was OK. The next day I got airborne and had the chase airplane look me over, everything was OK, so I flew outbound to get to a point to run against an F-15 Eagle, to see how it performed against us. I was just short of the designated turn point, when I noticed the same hydraulic system begin to oscillate, again in the downward direction. I thought well, that's the end of this flight and turned back. I started to tell test control about my problem, when I got a fire light. After pulling the power back, and telling them of my troubles, I shut the engine down. All this was in short order. I had the airplane pointed towards home plate and configured at the right speed for single-engine operation (it was not a good performer on a single engine, not much thrust, and a lot of drag). I was coming home somewhere between 20 and 25,000ft. Shortly after that, the remaining hydraulic system began to oscillate in a downward direction and I knew that was not good for our unstable machine. Just about the time the remaining hydraulic system went to zero, the plane pitched violently down, something like 7 negative 'g's, it then pitched up - the pitch rates were just eye watering, something only an unstable machine could do. I was somewhere around 225 knots and above 20,000ft, and the airplane was tossing me up and down, and actually got as near vertical nose down and near vertical nose up".

"I began to try to reach for the ejection seat ring that was between my legs. I got my hand on it and pulled. The canopy blew off, the seat went out and I found myself floating under a 'chute at about 20,000ft. 1 had noted my take-off time, and while hanging in my 'chute I noted that ten minutes had elapsed from takeoff.. I watched the unstable machine flip-flop, slowly it seemed, as it descended vertically below me and I saw it hit the ground and erupt into a ball of fire - it still had a lot of gas on board. It took me quite a while to make my parachute descent down to the desert floor, after landing (that was my first and only JUMP to date), I again noted the time, I had been in the parachute for ten minutes."

The cause of the crash was determined to be an engine exhaust clamp that had become loose, allowing hot exhaust gasses to enter the right engine compartment. This had triggered the fire warning light, and as the temperature built up, first the left and then the right hydraulic lines failed, which in turn caused a complete loss of control.

Fortunately, the program was within two or three sorties of its planned completion, which officially ended in December 1979. Having achieved all its test objectives, the HAVE BLUE program can be categorized as a stunning success.

 

"Senior Trend"

 

Click on Picture to enlarge

On January 1, 1979, construction of a full-scale wooden mock-up of the F-117A began. Eleven months later, on December 3, the assembly was completed and functional engineers then used representation to determine where to situate various aircraft subsystems.

In June 1977 the Air Force set up a special project office in the Pentagon; its objective, to exploit low observable technology then being demonstrated in phase one of the XST program. In addition to initiating conceptual studies into a manned strike aircraft program, referred to as the Advanced Technology Aircraft (ATA) program. Two sets of preliminary requirements for the ATA were developed; ATA 'N, a single-seat attack aircraft, with a 5,000lb (2,270kg) payload and 400nm (740km) range; and ATA 'B', a two-seat bomber with a 10,000lb (4,500kg) payload and 1,000nm (1,853km) range. An $11.1 million, concept definition contract was awarded to the Skunk Works on October 10, 1977, for a one-year study, based on the two sets of requirements.

As assimilation of the two proposals continued, it became increasingly apparent that ATA V (despite being strongly favored by Strategic Air Command, following cancellation by the Carter administration of the B-1A), was in the upper right corner of what was, at that time, considered realistically achievable. Consequently, in the summer of 1978, Air Force officials decided to terminate further studies involving ATA 'B' and instead, opted to proceed with ATA 'A' into full scale development (FSD).

Covert funds were established, and key individuals serving on various government committees were briefed on the program. On November 1, 1978, production was authorized, the program accorded the codename SENIOR TREND and Lockheed was awarded a $340 million contract to cover the cost of building five full-scale development aircraft; plus, provide spares, support and flight testing (this amount did not include the cost of purchasing the aircraft's General Electric engines).

The production time-scales for this revolutionary aircraft program were tight; its first flight was planned for July 1980 - hence the last three digits of the prototype's serial number 780; Initial Operational Capability (IOC) was to be achieved in March 1982, with a planned production run of 20 aircraft. Construction of FSD1, the prototype F-117A (Aircraft 780), commenced at Burbank in November 1979.

 

Technical

 

Click on Picture to enlarge

Having successfully completed ten tests flights, from June 18 - August 6, 1981, F-117A FSD1, Aircraft 780, spent three months on the ground, during which time larger fins were fitted to improve directional stability and the earlier 'desert camouflage' paint pattern was replaced by a low-visibility gray scheme. Note the flight test pitot configuration.

The F-117A Nighthawk is a survivable interdictor; the determinant in achieving this goal has been the development of Very Low Observable (VLO) techniques. To confound the principal detection medium - radar - design focused upon producing a low radar cross section (RCS). The reduction of an aircraft's RCS to levels that would provide an explicit operational advantage, had been the 'holy grail' for military aircraft designers since the latter stages of World War Two.

Over subsequent years, development work had, by and large, been focused around producing materials capable of absorbing, to varying degrees, incident radiation. Although the use of Radar Absorbing Materials (RAM) certainly achieved a reduction in RCS, this was not enough to gain 'an explicit operational advantage'. That could only be achieved when designers were able to build a shape capable of performing an operational mission and producing an RCS lower by several orders of magnitude than any current conventional aircraft. It was here that the odds were definitely stacked against the designers, as perfectly demonstrated by the radar equation which basically states that, "detection range is proportional to the fourth root of the radar cross section". That is to say, in order to reduce detection range by a factor of ten, it is necessary to reduce the target aircraft's RCS by a factor of 10,000 or 40 dBs.

Having established the required RCS signature levels from various look angles, together with the overall shape required to meet those goals, it then becomes necessary to consider other aspects of the aircraft's design that will impact on RCS values. For a conventional jet aircraft, these include the air-intake and exhaust cavities, the aircraft's cockpit etc. To prevent radar energy reflecting back from numerous corner reflectors inside the cockpit, the F-117A's cockpit windows are metallic, much like metallic sunglasses; allowing the pilot to see out, but to all other intents, performing as a faceted panel in relation to electromagnetic radiation; reflecting energy away from its source.

The RAM coating applied over the rest of the aircraft was originally made up of 8ft by 2ft (240cm by 60cm) sheets (designated BX210), which was glued on to the aircraft's surface like linoleum tiles. The process was extremely time consuming and expensive, costing $750,000 dollars, just in labor to apply the material. As a result, computer-controlled spray coating was developed, which is environmentally safe, bonds satisfactorily to the aircraft and preserves the required radar attenuation characteristics; the compound is known as BX199.

In addition to producing a low RCS, the F117A designers also paid careful attention to reducing electromagnetic emissions and infrared radiation from the aircraft's hot parts. An important feature regarding design for low operability is that, in general, the design of an aircraft does not have to be compromised between the different observables. For example, if something is good for reducing radar returns, it can generally be made good for reducing infra-red returns and vice versa. It was therefore appropriate to shield the exhaust nozzle for both radar and infra-red reasons.

Range specifications of ATAA` dictated basing the aircraft in theatre, the fall out from which identified the principal radar types to be deceived in order to significantly enhance survivability. These were airborne intercept and SAM radars, which typically operate on a wave length of between 3 and 10cms. It was soon determined that flying at supersonic speed didn't enhance survivability. Indeed, flying at high subsonic speeds actually increased survivability by reducing a defender's ability to detect and track the aircraft using infra-red systems. It was therefore decided that the platform would be powered by non-afterburning engines, which also reduced airframe temperatures, further lowering its IR signature.

Click on Picture to enlarge

Conventional jet aircraft air intakes generate high signature levels as electromagnetic energy is reflected back from the engine compressor face. On the F-117A, this problem is overcome by placing a grid, which has been coated with RAM, over the inlet.

Optimum weapon effectiveness was achieved by placing the aircraft at medium altitude, which for a subsonic aircraft, touting a modest performance envelope, would be utter suicide - but for stealth. The aspect which presents a defender with the greatest chance of a successful intercept is the frontal zone. If the threshold of detection, by radar's using wave lengths of between 3 & 10cms, can be foiled to a point where the aircraft is just one minute flying time (about ten miles/16km), from the radar head, then there is a good chance of avoiding a successful intercept. Pulling all the strands together therefore, an F-117A, flying at an altitude of 12,000ft (3,650m) and 500kts (926km/h), will achieve that one-minute detection goal parameter by being at its most 'stealthy', head on, 25' look down, and 25' look up.

Powered by two General Electric F404-GE F1D2 two-shaft, low-bypass-ratio turbofans, the F-117A Nighthawk has a maximum sea level thrust rating of 10,800lb. The engine gearbox drives the main fuel pump, the oil pump assembly, the engine alternator and the PTO shaft, which powers the Airframe Mounted Accessory Drive (AMAD). Total fuel capacity is approximately 19,000lb or 2,800 US gallons of JP-8.

Senior Trend's original avionics package was orientated around three Delco M362 F computers with 32k words of 16-bit core memory, as used in the F-16. However, in 1984, its avionics architecture was the subject of a three-phase Offensive Capability Improvement Program (OCIP). Phase 1, the Weapon System Computational Subsystem WSCS) upgrade program was initiated to replace the Delco M362F's with IBM AP-102 MIL-STD-1750A computers. These new units boosted the capability of 1 million instructions per second, 16 bit CPU with 128k words of 16-bit memory expandable to 256k.

Phase II of OCIP, afforded greater situational awareness, and reduced pilot workload, by allowing a 4D Flight Management System to fly complex profiles automatically, providing speed and time over target (TOT) control. Also included in this phase was the installation of Color Multi Functional Display Indicators and a Digital Tactical Situation Display or moving map; a new Data Entry Panel, a Display Processor, an Auto Throttle System and a Pilot Activated Automatic Recovery System (PAARS).

OCIP phase III saw the replacement of the aging SPN-GEANS, INS system, with a new Honeywell H-423/E Ring Laser Gyro (RLG). The original acronym for this program was to have been RNIP, which stands for Ring Laser Gryro, Navigation Improvement Program. However, the system was supplemented with a Rockwell-Collins Global Positioning System (GPS) thereby giving rise to the title RNIP plus. The new INS vastly reduces alignment time from 43 minutes for SPN-GEANS, to just 9 minutes and considerably enhances overall reliability, increasing the mean time between failure from 400 to 2,000 hours. The H-423 may not boost enhanced accuracy (still believed to be 0.12nm/h [0.22km/hl), however, when used in association with GPS, the system represents a significant advance in navigational accuracy.
 

Flight Testing

 

Click on Picture to enlarge

A post-OCIP Phase 3 F-117A cockpit. Located in the center, in the IR sensor display, which is flanked by two color multi-functional display indicators. Air Force operating procedures require the left CMDI to display primary flight data information at all times. If attack mode is selected on the HUD, the right display automatically cues the weapons arming page.

In early 1979, Bill Park set about recruiting contractor test pilots for SENIOR TREND. Harold 'Hal' Farley would be the first; poached from Grumman with a wealth of F-14 time in his logbook, Hal became Lockheed's Chief Project Pilot. Next came Dave Ferguson, recently retired from the Air Force; his last assignment had been as commander of the 6513th Test Squadron, evaluating MiG-17s and MiG-21s up at Area 51 in a highly-classified program known as RED HAT. Tom Morgenfeld became the third pilot recruited into senior trend having worked previously with the YF-18 project development team.

In addition to contractor pilots, it had been decided that developmental, together with category I and 11, operational test and evaluation (OT&E) of the F-117A, would be conducted by a Joint Test Force. Tactical Air Command (TAC), controlled testing and initially provided three pilots and two analysts. The third party involved in this 'tripartite' force, was Air Force Systems Command. It provided three pilots, four engineers and approximately 40 aircraft maintenance personnel.

To prepare themselves for the first series of flights in the F-117A, the team contacted Calspan, to provide a flight simulation program based on aerodynamic data acquired through wind tunnel tests and HAVE BLUE. As the program was so highly classified, the data was delivered to Rogers Smith of Calspan by Hal, Dave, Tom and Bob Loschke, in a restaurant out at Newhall. During that meeting, they detailed what they required from Calspan, without telling Smith what he would be simulating; all he had to work from was a set of aerodynamic data of the predicted flight characteristics of the aircraft in the landing pattern. Rogers Smith took the information with him to Buffalo, New York, to create a simulation which would be programmed into the Lockheed/Calspan NT33A. This aircraft enabled the predicted stability and control aspects of different aircraft to be artificially simulated, allowing pilots to familiarize themselves with the likely characteristics to be encountered prior to their first flights.

In keeping with earlier Skunk Works' 'black world' aircraft development projects, flight testing would be conducted at Area 51. On January 1, 1979, preparations at the remote site got underway in readiness to receive its latest guest. On January 16, 1981, a C-5 from Burbank touched down at Groom Lake, onboard was Aircraft 780, FSD 1 - the combined test team had an aircraft, less than 31 months after receiving project go-ahead. Hal Farley successfully completed the first flight of Senior Trend on June 18, 1981.

The second FSD aircraft, '781, was flown for the first time by Dave Ferguson, on September 24, 1981. After completing just four sorties, however, it underwent considerable rework, which included retro fitting larger interim tail units and a 'production' nose section, which, after further tests housed the Infrared Acquisition and Designation System (IRADS) units. In addition, an asymmetric, four - probe, production configured air data system was added. The first night flight of an F-117A was completed by Roger Moseley flying Aircraft 782 on March 22, 1982; he flew the same aircraft on April 19, 1982, successfully conducting the first night air refueling.

 

Tonopah

 

Click on Picture to enlarge

Between January 4 and February 3, 1984, Aircraft 780 had wing leading edge extensions added to improve its handling qualities - a modification never incorporated on the operational fleet.

Formed on October 15, 1979, designated the 4450th Tactical Group, and referred to as A-unit, the Air Force's first operational. F-117 unit was commanded by Col Robert 'Burner' Jackson and would be located at the Tonopah Test Range, northwest of Nellis AFB, Nevada. A security cover story for the 'black world' unit was provided by 20 A-7D Corsairs and a small number of two-seat A-7Ks. These were based at Nellis AFB and referred to as P-Unit. The 4450th Test Squadron (established on June 11, 1981), was referred to as I-Unit and Detachment I of A-Unit, based at Tonopah, was Q-Unit. In addition to providing the ,avionics testing', cover story, the A-7s were used to maintain pilot proficiency until F-117As became available and were also used as chase aircraft.

Supplemental to overseeing the construction program, Col Bob Jackson also set about recruiting the initial cadre of pilots. As Al Whitley, at that time a Major, recalls: "My interview occurred in late 1980 at the Nellis AFB, Visiting Officers Quarters. When the time came for the interview, I proceeded to the designated meeting place - Colonel Jackson's room. When I knocked on the door, it opened slightly and Colonel Jackson asked to see my identification card. I produced it, the door closed, and a few seconds later he opened the door and said, 'Yes, you're Whitley, come in'. In the next few minutes, Colonel Jackson told me very little about a program which would involve significant family separation, yet the opportunity to not only remain at Nellis AFB for another full assignment, but also the chance to fly the A-7 again. He didn't say much more, other than that I would have no opportunity to discuss it with my wife and that I had five minutes to make up my mind. With no hesitation, I said, 'Sign me up'. Colonel Jackson said he'd be contacting me in the future on specifics. That was the end of the interview."

In the spring of 1981, Lt. Colonel Jerry Fleming, the Squadron Commander called Whitley and a couple of the new members of the unit to a remote, secure location in Area 11 (or Lake Mead Base) of the Nellis AFB complex. There, for the first time they were shown photos of what they would be flying, as Whitley remembers: "I was genuinely excited and honored to be part of something that was on the 'leading edge' of technology. I quickly added a new word to my vocabulary that would have a significant impact on the rest of my Air Force career - 'stealth'."

Click on Picture to enlarge

AF Systems Command pilot Maj. Skip Anderson - the second person to fly the F-117 - undertook the type's first Air Refueling (AR) test sortie on November 17, 1981.

The original plan was that the unit should achieve IOC, 40 months after Aircraft 780's first flight, which was scheduled for July 1980. Therefore Q-Unit, nicknamed the 'Goatsuckers', were expected to assume a limited operational role in November 1982. This was not achieved due to various design and manufacturing obstacles. In fact, the first production aircraft, number 785, didn't attempt to undertake its first flight until April 20, 1982. As with the previous FSD aircraft, airplane number one, from Lot 2, had been completed at Burbank and flown via C-5 Galaxy to Area 51. There it had been reassembled and following various ground checks, Lockheed test pilot Bob Riendenauer, advanced the throttles and began his take-off run. The aircraft rotated as planned, but immediately after lift-off everything went horribly wrong. The nose yawed violently, it then pitched up, completed a snap roll, which left it on its back before impacting the ground. It was nothing short of a miracle that Bob survived - not so though aircraft 785, which was totally wrecked. A post-accident investigation established that the pitch and yaw rate gyro input to the flight control computer had been cross-wired.

In September, Detachment 1 of the 4450th was designated the 4452nd Test Squadron and it was while the unit had a complement of just two aircraft, that another milestone was achieved. On the night of Friday October 15, Major Al Whitley conducted his first SENIOR TREND flight and in so doing, also became the first operational pilot to fly the aircraft.

The sporadic nature of the delivery schedule continued and by the end of 1982, the unit still only boasted seven aircraft. Col James S Allen had assumed command of the 4450th, from Col Bob Jackson on May 17, 1982, and by October 28, 1983, SENIOR TREND was deemed to have achieved Limited Initial Operational Capability (LIOC). In addition, the potential Of SENIOR TREND was apparent to those cleared into the program and the procurement plan increased to a total of 57 aircraft (the final total was 59). The impact of this decision created the need for two additional squadrons, consequently in July 1983, I-Unit 'Nightstalkers', was activated to be followed in October 1985, by Z-Unit, 'Grim Reapers' (later re-designated the 4450th Test Squadron and the 4453rd Test and Evaluation Squadron respectively)."

(source: AFM, August 1999, pp. 62-69, by Paul and Alison Crickmore)

 

Back To The F-117 History Menu Page

 

USE YOUR BROWSER "BACK" BUTTON TO RETURN TO PERVIOUS PAGE