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JOSE, you are a great gentleman! Much appreciation for your service and for sharing with us.

I think WinWing lost a bit of an opportunity with the EX. Rather than deleting the speedbrake switch and keeping the com switch I think they should have done the opposite. When you think of it, you hold the com switch while you talk and then let go (much like hat - press as long as you need it) and that is how the com switch operates. The speedbrake switch locks into position until you unlock (not at all like a hat) and that would have been a better choice to keep. A bit of a rare miss by WinWing who usually make good functional decisions from an ergonomics point of view. Hopefully they will correct this oversight in a future version.

I remember completing post flight paperwork at the combined 7FS & 8FS ops desk when the first fighter gal student walked up to the desk in tow with 3 other women: an AF Public Affairs officer, a civ reporter, and don’t remember the fourth. The PA Officer asked LtCol “Mork” Wessler (7FS/CC, behind the ops desk checking the day’s status) if he would take a moment to introduce Flynn to her IFF IP’s. Everyone in vicinity stopped talking and observed with the “WTF” expression. So much for no differences. To Mork’s credit, he replied, “Captain, I wouldn’t do that for him, him, or him (pointing to other students WVR), I will not do it now. Lt, welcome to IFF, see you next week when your class starts.” Equal treatment. Marco and I flew our front seat 2-ship AT-38B low level during IPUG at HMN. Comm out and shacked the TOT. We discovered Vark TAC form was slightly different and we’re supposed to be able to identify cows when flying at 500’ AGL, not be able to count their udders…whoops. We were very comfortable in the 200’ AGL environment after flying Varks.

Another great interview with Brad, my friend and AC at Upper Heyford. Will miss him greatly.

Great interview. I flew many times with Brad in the 79th TFS at Heyford. The man was an encyclopedia and knew more than those that developed the aircraft. I will miss him.

Wow! This is an old interview, but I see some people still comment on it. I will add mine. I flew the F-105, A-7, F-111D, F, A, EF-111, A-7 again, and F-16. I was a very fortunate pilot. I did not know Brad. I enjoyed the interview a lot. He was a lucky guy too. At 5,000 hours, you really are good in the airplane. I am writing to add to his comments on the top speed of the F-111F. I came to it from the ANG A-7. I took a five-year leave of absence and went on active duty to initially fly the F-111D and F. The A-7 was so slow, I wanted to go fast again. I sent a postcard back to the ANG squadron telling them of my high-speed adventures as a student. I took the plane to match 2.05 just because I could. I had heard the stories about the F's Mach 3 capability during FCF flights. We couldn't let the SR-71 guys, down the road at Mildenhall, be the only ones who could brag about going Mach 3. (They were Mach 3+) I didn't try Mach 3 because I understood that moisture would get into the honeycomb structure in the wings. At high speed, it would vaporize and peel off the skin as well as burn the paint. We could easily see the engine temp limits, but the skin temp gauge was above the WSO's seat and was very difficult to see so I never looked at it in flight. At altitude, you can't tell you are going that fast, but it is still thrilling to be able to say you have done it. There was no prohibition against it at that time, but you didn't want to hurt the airplane and we still had to save gas to fly a "counter" sortie. Usually, though, the speed limit of F-111s was the speed limit of the weapons. During wartime, shouldn't be the first time you take the plane to high speed. During my early training days in the F-16, I took it to its limit of match 2.02 at 40,000 feet and 800 knots at sea level. In the F-111, we did a dipsy doodle climb to altitude like the SR, but in the F-16 all you had to do was push it up, amazing! Both of them were amazing machines. I tried to get into the SR-71 program but wasn't selected. I did have the opportunity to go to launches and recoveries. What a thrill that was. Adding to his refueling stories, the F-105 refueled thirteen times crossing the Atlantic and I refueled twice in the F-111F. F-111 guys didn't get the recognition they deserved. All personnel in the air and on the ground worked hard to keep it going. It probably reached its pinnacle during Desert Storm and it should have been praised more for its precision bombing capability. In those days, it was the only airframe we had that could do self-lasing precision bombing and do it reliably. The F-117 could do it too. I am proud of those guys. It had some reliability problems when I flew it, but the bad guys should have been afraid of it.

I think B C is my uncle. Haven't seen him in 40+ years???

"On Killing," Lt. Col. Dave Grossman. He also has a follow-on, ON Combat. I've read both of his books and attended one of his seminars.

sorry, gotta ask this here: in Part 5 Starbaby mention interviewing you, Steve. Has that happened yet? Where can I find that video? Thanks!

Never read Tornado Down! Obviously knew the story... Have always found "10% True" excellent ...but rarely inspirational... this was inspirational. Thanks JP and Steve

Love a smartass Weasel bear!

Great stories/memories; thank you for taking the time to share them.

Gabby's the greatest. Another..and another..and another please.

I heard that you’re an author, where can we find your books?

OUTSTANDING INTERVIEW!!! SEMPER FI.

I wanted to pass on that Brad Insley passed away recently. I was a mechanic on F-111Es at Upper Heyford. He was a legend in the F-111 world.

Thank you.

Wow.

Was the YF-23 a better aircraft than the F22?

YGBSM. 121.5 or 243? Worked with a 2nd seater once. Cool guy.

So many memories…. Went into the program in January ‘71, fresh out of tech school. Joined the instrument shop in the 442nd TFTS. As we were the aircraft training squadron saw many mid grade student pilots transitioning into the -111. A lot of them had the familiar “100 Missions - F-105” patch. I later understood many of them were not happy going into the -111, no doubt because at that time the program was still recovering from the ill fated SEA deployment and a series of groundings (It was said that Johnnie Carson said “the F-111 is the fastest airplane on the ground today”). Likewise, I understood a common sentiment was as a driver coming out of a single seat aircraft, who needs another guy there too? But, we most all came to love the -111. I later worked F-4C, E and RF and maintenance-wise, the -111 was way easier to work on. Was at Takhli Oct ‘72-Mar ‘73. RIP Bob Morrissey - Whaler 57

What if your partner hits a short return (2nd shot) that has a high bounce and your opponents are about to drive their third at you while you're at the NVZ? Do you hold your ground at the NVZ or is it okay to back off the NVZ a few feet to give yourself more time to react to your opponents 3rd shot drive?

Awesome video… very true on all details, including that Scud attack. Had it not been for the Patriot missile it would have hit us. Big crater. You could tell where the Scud went and what direction the camels took off running 😂. A day or so after that attack, I spoke the Army Patriot missile operators and I asked about the whole incident. They told me, they were on “Death Star mode”, automatic fire. When the Scud came into their sector, it automatically shot two missiles; that caught the missile crew by surprise - they were on a smoke break and “all of a sudden the battery fired”. . As the missiles took off, supersonic, they broke the sound barrier; that was the first “explosion”. Then they came into contact with the Scud, that was the next series of explosions. I think I went to the site the next day or so with SSgt. White my cameraman: 33d Combat Comm Sqdn, Tinker AFB. I was a USAF Capt, and we provided communications for the 35th TFW…

I was born in the same town as the pilot Barrionuevo who with Velasco sank the Coventry in 30 minutes. Velasco's bombs hit and sank that destroyer.

I have an awesome photograph of an aircrew standing in front of their Ww F 4, At Mildenhall airshow 1981.

Bob also has another meaning.

With the recent passing of ‘Sharky’ felt the need to revisit some of the stories about the events in the SA and the legendary FRS.1

Excellent. I was there...

A very interesting and nice video. Thank you and Thanks Mr Drake for this interview !

Former Navy here. To hear Mr. Metz say, “The gun on a fighter era is over”, is shocking to say the least. In war it’s inevitable that fighter planes are going to get into turn fights with other fighter planes, no matter how advanced our air to air missiles are.

we need more of this 49:51 come on the pilot couldn't do a crossword puzzle while AA refueling, i have done air to air refuel in this big girl and once again is the most hard plane to AAR in DCS, the pilot must have his eyes fixed on the lights of the tanker. i loved to much this, is sad that a year ago 2023 DCS hadn't the F-4 yet like it does now, would be sweet to see it in action since DCS F4E is a high detailed aircraft, would be nice to interview again Starbaby with the DCS F-4E

wow the computer had just 64k we came such a long way

this is Gold, tx so much, now that im flying it on DCS The version E, this is my Favorite plane to fly and the F-14A/B as well. Man flying the F-4E feels like driving a big mustang or Cadillac , not a easy plane to master at all, actually i think it is the most hard plane to Master in DCS, the F14 is way easier but the F4 isnt very forgiven if you make mistakes, you will loose all the energy in a heartbeat, the Landing im still trying to Master after 2 Months of trying it over and over and nice to listen the landing speed with around 3,335 U.S. gal of fuel is around 170-175knt because i was always trying it at 150-155knts now i know why i have always hard landings, surely i need more 15-20knt of speed to make this baby touch smoothly on the runway. Once again THANK YOU BOTH SO MUCH, and Mr Capt Starbaby Pietrucha tx for your service, this video was so entertaining and helpful, cheers from Portugal

Damn Starbaby, idk what the hell that music was, but some AC/DC or Mötley Crüe would have done that video way more justice.

I love how the most interesting guy-YF-23 and F-22 guy-says nothing lol.

I read the book Viper Pilot by "redacted pilot" lol and whilst I liked the book I felt that the author was a bit of a dick. I do however like Mike Pietrucha.....and am glad that he seems to share the same opinion.

Politely defending the CF-5 - an airframe that would try to kill you if you pressed it in ACM or ground attack. Only in Canada you say?

Hear in one go! Really enjoyed Gabby stories!

Thanks Guys. An absolutely brilliant presentation. I hope for more from both of you.

As a former Weasel crew chief at GAFB, I have waited and hoped since Desert Storm that someone, anyone would take enough interest in our mission, our weapons platform to either put something meaty in print or do what you're doing. Hands down the best in depth F-4G content I've ever seen. I can't thank you enough.

I like the thumbnail picture for this video. That was the last jet I crewed when I left George. 562nd TFTS 69-7292

By the way....excellent job on the F-15 book.

im curious why the airforce never developed a weapon to couple with the harm for dead after it was suppressed, or even instead, like why not have a missile with a cbu payload that seaks on radars that are on, and uses an ins nav to targets that go quiet that blankets the entire area where the radar was with explosives, just seesm to me the most effective way to make sure once you find a target you dont need to keep suppressing it every time you go out there. the line of thinking that got me here was basicly do you wish you had access to cbu jsows to send after you launched a harm to destroy what ever you suppressed.

The utility hydraulic system was set up such that the number 2 engine pump put out a little bit less pressure than the number 1 engine. This is the reason why you always started the number 2 engine first because it used one gauge for both engines. The only way to tell if the number two engine hydraulic pump was working to specifications was to start it first otherwise if you start the number 1 first you’ll have 3000 psi sitting there on that needle and not knowing if the number two engine was putting out its specified pressure.

This is hands down the best interview I have seen since I came home from desert storm. I was a wild weasel crew chief at George Air Force Base. This brings back so many memories that I can’t count them. What an honor to have served with these men. It was always humorous to me that after that Spang jet crashed from fuel starvation, and they took the wings off, put it on a flatbed trailer, and some local rear ended the truck that was carrying this plane back to base it, I took photos of the airplane sitting there in a pile, but I never pilfered through it. It was just a relic of the war in which we kicked ass.