“We Own The Night”…But Not For Much Longer

“The night cometh when no man can work” (John 9:4). Maybe once, but since the advent of the mighty F-117A Nighthawk, night is the time when a special breed of men—and their machines—come into their own. Pacific Wings’ UK correspondent, Peter Cooper, visited the US Air Force’s 49th Fighter Wing on the eve of the Stealth Fighter’s retirement.

It’s hard to believe that the still-futuristic black jet I am standing next to has been in service for 26 years and is actually about to retire. The F-117A Nighthawk’s sinister shape, angles, long undercarriage and twin fins plus, of course, its all-black special coating, still inspire awe amongst those who see it—to say nothing of those in the world who have experienced its unseen, deadly wrath.

Moving effortlessly from their “lairs” at dusk, the nocturnal predators of the “Black Sheep” and “Flying Knights” squadrons taxi the long distance to the departure runway, where they are about to commence their routine sorties into the gathering blackness. As the sun goes down, the eerie all-black aircraft position in line at the EOR (end of runway) checkpoint where the ground crews perform final checks.

Then, once they receive the all clear from their ground crews, pilots apply power, release the brakes and the hot exhaust from their invisible engines propels the angular shapes gracefully forward to merge with the gathering darkness at the threshold of the departure runway. Finally, the growl of each Nighthawk’s two 10,800 lb thrust GE F404-GE-F1D2 turbofans increases as they spool up to take-off power and the aircraft begin accelerating quickly along the runway. With around 7,000 feet of the 12,000 ft runway behind them, as they reach 165 knots, the Nighthawks leave the ground to join the night, where they belong.

As the jets depart, the base becomes quiet for a while until around an hour or so later when they all return safely, land and taxi straight back into their “lairs”, where their engines and systems are shut down and their pilots disembark. After a sortie de-brief, the pilots take a well-earned rest—readying themselves to repeat the sequence all over again the next day, whilst the night shift ground crews feverishly set about making sure the aircraft are serviceable and ready to fly.

The F-117 is the brain-child of Ben R. Rich and was produced by the legendary Lockheed Skunk Works, initially at Burbank, California (and later at Palmdale, California), where two Have Blue prototypes (1976/77), five Stealth Fighter engineering full scale development (FSD) examples (1979) and the initial fifteen production aircraft (1980/81), known as “Senior Trend”, were built. The first Have Blue, built with canted-in fins and entirely covered with radar absorbent material (RAM), was transported in a C-5A Galaxy to the secret Groom Lake (Area 51) location where it made its maiden flight on 1 December 1977. On 4 May 1978, during its 36th flight, this aircraft was lost in a crash. The second example (HB1002), which made its first flight on 20 July 1978, was also lost in a crash in July 1979.

The first FSD, known as Scorpion 1—whose vertical fins were by this time in the now familiar V configuration—took to the air on 18 June 1981 at Groom Lake; this aircraft survives today, mounted on a pole at Nellis AFB. The first production aircraft (no serial allocated) crashed on take-off from Groom Lake on its first flight on 20 April 1982. Unbeknown to the pilot or flight test crew, its control system had been cross-wired, which resulted in an extreme horizontal yaw and violent pitch up, and the aircraft crashing heavily to the ground, where it came to rest inverted on the runway, seriously injuring the pilot.

Only 66 aircraft—including the Have Blue prototypes and FSD airframes—were built. The fifty-nine production F-117A Nighthawks, which were built between 1982 and July 1990, were allocated serial numbers from 79-0785 to 88-0843 (the first part of the serial relating to the fiscal year and the last three digits being sequential numbers). Compared to other US types, sixty-six may not seem like many aircraft, but they have certainly made their mark!

As strange as it seems now, it was not until November 1988—by which time the black jet had already been in service for seven years—that its existence was officially confirmed by the US Department of Defence. Careful screening, testing at remote locations and initial operations out of the range of prying eyes—and exclusively at night—had managed to preserve the project’s secrecy all this time. It was only after the 1988 Pentagon briefing that the Stealth Fighter commenced daylight training operations. The F117’s first public unveiling was at Nellis AFB in May 1990—the same year that the last of them was delivered!

The top-secret “black” project that became the F-117 had its Genesis in 1974 when investigations were being undertaken into producing a fighter with similar low-observable characteristics to the awesome Lockheed SR-71. It evolved, via the Have Blue project with its radar absorbent material (RAM) covering, into the F-117A. Many of the design features that eventually found their way into the F-117 had been tried and tested in various forms with the Lockheed SR-71 and U2 programmes over the years. However, in the case of the fighter (the term “fighter is a deliberate misnomer as the F-117A has neither air-air combat nor nuclear attack capabilities), it underwent much testing to achieve the optimum shapes and radar cross-sections.

The resulting revolutionary angular lines of the aircraft in combination with the RAM covering proved key to providing the F-117A’s remarkable stealth or very low observable (VLO) characteristics. The Stealth Fighter’s chisel edges and angular features scatter radar energy in multiple directions while the RAM covering also absorbs it—the combination resulting in a radar cross section only a fraction of that of a conventional aircraft.

Almost as difficult for designers to hide as the aircraft’s structure was from radar, was hiding its hot exhaust efflux from infrared detection systems. The solution they came up with was to pass the exhaust gas through wide, flat, vents extending across most of each side of the fuselage above the wings and ahead of the trailing edge. The twelve slots in each side of the exhaust are optimised to spread the exhaust plume and in addition to aiding cooling ambient air to mix more readily with the exiting gas, they include a system to inject cool air routed from a slot in front of the intakes.

The aircraft’s various communications, EW and other antennae were made either retractable or removable in order to preserve the integrity of its stealth qualities.

The end product was a highly effective platform able to penetrate hostile airspace without being seen by radar or infra-red sensors, and deliver its weapons with pin-point accuracy using a sophisticated infra-red target acquisition and designation system—and then get the hell out, exactly as it came in—unobserved.

Originally, the first FSD aircraft was finished in a three-tone camouflage scheme but this was soon changed to an overall grey RAM coating, which proved very effective, and was applied to the five FSD aircraft. However, the USAF subsequently decided that all the aircraft were to be black overall. The black colour scheme, which has remained throughout the aircraft’s service, gives the F-117A’s futuristic shape an even more eerie look. At the beginning of the programme, the RAM coating was made up of sheets to cover all of the aircraft’s surfaces but a more effective spray-on coating was later developed. It has always been important for operational aircraft to have their RAM coatings maintained in top condition as any deficiency could lead to radar detection.

The first operational-standard aircraft went to the 4450th Tactical Group in August 1982. Initially a test unit, the 4450th Tactical Group’s various test squadrons (4450, 4451, 4452 and 4453 Test Squadrons), were established at the highly secretive Groom Lake (Area 51) test centre, Nellis AFB, Nevada, and the Tonopah Test Range.

At this stage, the aircraft had not yet been designated as F-117s and were known as “Senior Trend”. Trials, tests and development continued, and the aircraft (now designated F117A) achieved initial operational capability (IOC) in October 1983, by which time fourteen aircraft were on strength. In 1989, the 4450th Tactical Group became the 37th TFW at Tonopah AFB. The 37th TFW, which led the expeditionary force to Saudi Arabia for involvement in the first Gulf War, consisted of three Tactical Fighter Squadrons (415 TFS “Nightstalkers”—later, the “Nighthawks”; 416 TFS “Ghostriders”—later the “Knight Riders”; and the 417 TFS “Bandits”). In October 1991, the 37th TFW was re-designated as the 37th FW with the 415, 416 and 417 FS, still at Tonopah.

In July 1992, the 37th FW moved to Holloman AFB, New Mexico, where it took over the former F-15A Eagle base and became the 49th FW (“Fighting Forty-Niners”), whose motto is “Tutor Et Ultor” (Protector and Avenger). In July 1993, the squadron numbers were re-designated as the 9th, 8th and 7th Fighter Squadrons. The 49th FW has been in continuous operational service since the move to Holloman AFB, where it will remain until the end of Stealth Fighter operations.

At present, it consists of only two squadrons, the 8th FS (“Black Sheep”) and 9th FS (“Flying Knights”—previously the “Iron Knights”). The third squadron, the 7th FS (“Screamin’ Demons”—previously the “Bunyaps”), was disbanded in December 2006. Consequently, many of the unit’s aircraft were flown away for storage at Tonopah and some of the 48 individual hangars are now empty. At the time of Pacific Wings’ visit, there were still some 30 or so aircraft on strength, although the type’s last USAF flight is scheduled for 22 April. Other units to have operated the F-117A have been the 57th Fighter Weapons Wing (later the 53 Wing) at Nellis AFB, and the 412th Test Wing (previously the 410th Flight Test Squadron) at Palmdale, California.

The first use of the F-117A in anger was in December 1989 during “Operation Just Cause” when six aircraft undertook a round trip from Tonopah to Panama. Two of them dropped two GBU-27A weapons as a show of US strength during this short-lived conflict.

There then followed the first Gulf War, when 22 aircraft were deployed to Khamis Mushayt in Saudi Arabia in August 1990. The first bomb to be dropped during “Operation Desert Storm” was from an F-117A, which attacked the Iraqi Air Defence Headquarters on 17 January 1991. The Nighthawks were used to strike high-value Iraqi assets including command bunkers, airfields and air defence targets, and as the conflict progressed, they performed precision interdiction strikes against targets such as hardened aircraft shelters, bridges, railways and industrial sites. This conflict brought the extraordinary Stealth Fighter into the limelight and by the time the war was over, it had become the best-known warplane in the world.

Forty-five F-117As took part in the war. Their 60 pilots flew some 6,900 hours in 1,271 combat sorties and F-117As dropped over 2,000 tons of bombs with accuracy never before matched in any aerial conflict.

During the 1990s, F-117As were deployed to Saudi Arabia for “Southern Watch” patrols over Iraq and to the Balkans for “Operation Allied Force” where one of them was shot down over Serbia on 27 March 1999 by an SA-3 surface-to-air missile; thankfully, the pilot ejected successfully and was recovered by a combat SAR operation.

In 2003, the Stealth Fighters flew more than 80 missions over Iraq in a four-week period as part of “Operation Iraqi Freedom”, during which they dropped 109 weapons—mainly enhanced Paveway III (GBU-27A/B) precision guided bombs.

The main weapon carried by the F-117s is the 2,000 lb laser guided bomb (LGB), which comes in a variety of versions, depending upon its intended target, but the most commonly used is the Paveway II (GBU-10) or the Paveway III (GBU-27). The F-117A carries two of these LGBs on retractable “trapeze” cradles—one bomb in each side of the bomb bay beneath the centre fuselage.

When preparing the F-117A for a strike, information from a ground-based mission-planning computer is transferred into the aircraft’s electronic data transfer module, and integrated with its navigation and flight management system. When the aircraft subsequently arrives within sensor range of its target, the infrared acquisition and designation system comes into play to provide weapons release. Initially, wide-angle FLIR images of the target area appear on the pilot’s panel and as the aircraft gets closer to the target and the target is identified, the FLIR is switched to narrow beam. As the aircraft flies over the target, the downward looking infrared system takes over. The aircraft’s laser designation system then marks the target and the released bomb “homes” in on and is guided to the target by the reflected laser light.

The F-117A has undergone a number of upgrades during its service, commencing, in 1988, with the offensive capability improvement programme (OCIP). This involved updated IBM/Loral AP-102 mission computers being installed, along with a new cockpit layout incorporating multi-function displays, a moving-map display, a four-dimensional flight management system, auto-throttle, and a pilot activated automatic recovery system capable of righting the aircraft to straight and level flight from any attitude.

The aircraft’s infrared acquisition and designation system (IRADS) has been upgraded (IRADS incorporates the FLIR/DLIR already discussed). In addition, a global positioning system (GPS) replaced the older inertial navigation system (INS) and a new mission data-planning system (MDPS)—designed to ease pilot workload—was installed.

Much of the equipment, systems and construction of the Stealth Fighter is still classified as secret, which is why there are still no close-up photographs permitted of the weapon trapeze, cockpit, or engine exhaust ducts; the secretive nature of this beast will remain to the end.

Unlike most “retired” aircraft types, the F-117s will not be sent to a desert “bone yard”, but will be kept in storage in their existing hangar facilities, where—for the near future, at least—they will be maintained in a condition ready to return them to service should it be necessary. There is no doubt amongst the personnel of the 49th Fighter Wing that the aircraft is still an extremely useful asset; it appears that the decision to retire it is political and relates more to budgetary restraints than the type’s operational ability.

The 49th FW will also retain and handful of Northrop AT-38Bs at Holloman AFB for training purposes. Although the Wing’s AT-38s are also painted all-over black, theirs is a gloss scheme rather than the Nighthawks’ special RAM matt coating. Because there were never any two-seat Stealth Fighters built, the AT-38Bs have provided valuable training to the F-117As’ crews. Holloman AFB is also home to the AT-38Bs of the 46th Test Group, 586th Flight Test Squadron, and these aircraft are also painted black/grey.

Pilots who have qualified on F-117As are known as “bandits” and some of them have now flown more than 2,000 hours in the F-117A. There have been no new pilots converted to type since late 2006 and only 708 pilots have attained the coveted “bandit” distinction. The very last of these, “Bandit 708”, is Brigadier General David Goldfein, (a Colonel when he qualified in September 2006), who is the current commander of Holloman AFB Base.

Holloman AFB, near Alamogordo in New Mexico, was built in 1942 as a US Army Air Corps base and was previously named Alamogordo Army Air Field. It was originally designed as an RAF bomber-training base, but after the Japanese attack on Pearl Harbour, the British decided they did not need it and it was taken over by the USAAC. In 1948, it was re-named Holloman AFB after the late Col. George Holloman—a pioneer in guided missile research.

The base’s three-runway layout is a tremendous asset to operations in Holloman’s prevailing conditions where the often-fierce winds in the desert “bowl” fluctuate and frequently require the use of all three runways (11,000 ft, 12,000 ft and 9,000 ft) throughout the course of a single day.

The base, which sits at an altitude of 4,093 ft, covers an area of 59,639 acres, well away from any populated areas, although some 21,000 military and civilian personnel man the base itself. Adjoining the base at its north-western side is the White Sands Missile Range, where the US military conducts much of its missile and weapon testing. The White Sands area is geologically significant and a large part of it is preserved as a National Park; however, beyond the National Park lie the secretive test and no-go areas.

Rockets have been tested at Holloman since 1946, when captured German V1 and V2s were tested there. Various fighter aircraft still come to Holloman to utilise the nearby range for weapons proof-tests and the US Army provides UH-1Hs to act as shuttles from the Holloman base to the missile range. There is also a balloon section on base whose secretive trials with helium balloons of many sizes have led to many “flying saucer” sightings in the New Mexico Desert area.

On the north-east side of the airfield is another important area—the home of the 53rd Weapons Evaluation Group and its 82nd Aerial Targets Squadron Detachment 1, which operates F-4 Phantom II drones. There are around 30 drone Phantoms at Holloman, a small number of which can also be flown as manned aircraft. These distinctively painted aircraft—once-proud operational “Rhinos”—are QF-4E and QF-4G variants. However, with these marks running out of supply, the next batch—currently under conversion by BAE SYSTEMS at Mojave—will be QRF-4Cs.

Holloman’s drone aircraft are used and expended as required for ground-to-air missile tests by the US Air Force and Navy, but, with a price tag of around some US$1.0 million each, the Armed Forces are careful in scheduling their destruction. The unit also maintains three of the Phantoms in a gloss 1970s camouflage scheme and although they have been modified as QF-4s, they are also able to be flown as manned aircraft and are not intended be shot down, as they form part of the Heritage Flight. It is a pleasure to hear and see Phantoms still flying, as these classic aircraft are an increasingly rare breed.

In addition to the various American units at Holloman, there is also a German Air Force (GAF) detachment of Tornados based there—part of the German Air Force Tactical Training Center. They are used to provide German crews with tactical and weapons training in an area free of restrictions and with the advantage of excellent weather away from Germany’s cluttered air space and indifferent weather conditions. Until a few years ago, there was a GAF F-4F Phantom II detachment here but as the type is being withdrawn from German service, there is no longer a requirement for further F-4 crew training.

The Heritage Park in the main part of the base contains representatives of aircraft types that have served at Holloman in the jet era. They include a Lockheed P-80B (displayed as an F-80C), Republic F-84F, North American F-100D, Convair QF-106A, Lockheed F-104C, Republic F-105D, McDonnell Douglas F-4C, Northrop AT-38B and McDonnell Douglas F-15A—all arranged neatly together, along with a small Heritage information centre.

As impressive and diverse as Holloman AFB is, it was mainly the stealth fighters that this writer came to see—sadly, probably for the last time. Even now, as the type is being retired, one cannot help but be amazed at this magnificent aircraft’s design and shape. It seems ludicrous to consider retiring the Nighthawk after only 26 years of service, which is nothing these days, especially compared to types like the B-52 and F-15. However, the politicians hold the purse-strings and the decision has been made.

Life will go on without the F-117A for the 49th Fighter Wing, which will replace the Nighthawk with the incredibly capable Lockheed F-22A Raptor. Farewell “Little Stealthy”—your shape will be missed in Nevada’s desert skies.

Acknowledgements: The author wishes to thank all those that made this visit possible, notably the Holloman AFB Public Affairs Office personnel (who also supplied the image of the 4450th Tactical Group badge), 49th FW Commander and staff, and especially Ian Allan Aviation Photo Club.