This was a wonderful trip down memory lane for me. In the early 80's, I was a USAF Weapons Controller, NORAD 23rd Air Defense Sq. (Oak Grove), Tyndall AFB. During my deployment there at Tyndall, I participated in one intercept (and observed others) on Soviet Union TU-95 Delta "Bear" Bomber runs on their way to Cuba. They'd fly right outside the ADIZ, while we watched them on our RADAR scopes. Multiple times per year, we'd watch this. Every once in a while, maybe one or two times a year, they'd cut in hard towards the East Coast - usually alongside Georgia or Florida, and cross the ADIZ. And of course, we'd scramble interceptors. While I never worked a mission with an F-102, we *were* still using F-106s into the 80s as interceptors. They were fast as hell, good for a straight line intercept. We'd scramble interceptors, F-106 or F-15 (and early models of F-16s from MacDill). We would intercept them off the coast of GA or FL, and they would record how long it took us to get there, and take pics of our interceptors for their intel files. And we would take pics of them for our intel files. I have this one photo, taken by one of our pilots, of the tail gunner window of a Bear, with the tail gunner's face in the window with a big "shit eating grin" on his face, pointing at his can of Coca Cola. He was *really* proud of that Coke. They'd linger a while, and we'd fly alongside. Eventually, they would turn back out to sea, and continue on their way to Cuba. These encounters were always pretty friendly affairs, really. Mutual respect between both sides.
Love it! Yes, they stayed out of our 20-mile limit and kept their tail guns "caged" in the full-up position. The only time they pointed their tail gun at me was off the coast of North Korea. That was not a Bear - it was a four-engined propeller plane, the AN-12 CUB. I assumed it was a normal transport plane - but I was WRONG. It had been modified as an ELINT airplane, and it had a TAIL GUN. I was overconfident, and came swinging into a position at their 6 o'clock low, where a transport couldn't see me -- but I looked up into the twin barrels of their tail gun from only about 100 feet away! I broke off and pulled out of the arc of the tail gun. One of the stupidest moves in my life -- I'll just lucky he didn't fire! I should write that up as a video...
I heard from a sailor who was in the US Navy in the 80s and he told a story about his ship being followed by Russian trawlers who would always pick up whatever trash was dumped overboard to dig through for intel. So one day the American sailors took a bunch of nudie magazines, wrapped them in trash bags, and threw them overboard and waited. The Soviets picked them up, tore them open, and started laughing and waving at the Americans. When I hear stories like that it makes me even more happy we never wound up nuking each other.
I was a crew chief at Eielson in 1969 and got to work on the F-102! I saw the F106's go away and the F4's take over. I sure do miss the F-106!! Best Wishes, Richard Goodman
Very interesting stories! You're not kidding about the F-102 and F-106 weapons bay doors being "fast acting". I once watched a weapons load into the 106; when they closed the doors it was almost a case of "now it's open, now it's closed" with no noticeable movement in-between. I'm an Air Force brat and watched USAF F-106's and USANG F-102's leaving on their sorties a great many times. The 106 remains one of my favorite fighters ever.
Dad flew 102's with the 317th, & thought it was the best squadron experience of his career. Bruce, you may have known him. We lost dad over a year ago, & I shared your RUclips work with him whenever I was able to visit him in the Springs (NORAD). I try to watch everyting you put out there-- (Dad's fav plane was the 106 as well). We had great memories of Alaska, that squadron (though we were wee kids) and the time there. Peace and keep the memories coming. Bill Lindeman's son Mitch.
I think I remember Bill Lindeman in the 317th. He was in a different flight, so I didn't pull Alert with him, and I think he left shortly after I arrived. Yes, the F-102 was a great plane, the F-106 was even greater - and the 317th under Joe Rogers was the best squadron I ever served in!
@@spiritofattack , thanks for the reply. Dad's call sign(?) was "Lindy", i believe. He got to fly a good deal there and always came home with the "high" from those experiences--and the grin that fighter jocks always had, having done what they do the way they did it. He went on to be Commander- AFI-Keflavik, then back at NORAD. He was glad to remember those good old days, even though COPD was limiting his movements. Thanks for your service to our country, and for taking us all back to some wonderful times.
Bruce, as always, wonderful stories. Glad we are getting these oral histories from you. That was one good thing about flying NAVAIR... we didn't have to worry about hitting landing lights.
Been following you on the Fighterpilotpodcast. I really enjoyed your help with the F100 series. I just listened to your podcast on the F-106. Great stories by a great man. I just signed up for your youtube chanel. Thank you for your service.
Thanks, Dan! My next big project will be to turn my SPIRIT OF ATTACK book into an AudioBook. It's a big job and will take months. I plan to read my whole book, but add extra verbal stories that are not in the book. I tried to keep the book stories short so they would be a series of short, easy-reading adventures. Each of the stories, though, had side stories that were interesting. I can add them in an AudioBook. However, I'm not sure exactly how to record an AudioBook. I'm trying to read the online instructions as to the format they require. It would be a shame to spend many hours recording, and then find it's in the wrong audio format!
I have just contributed to the Fighter Pilot Podcast for the F-100. It is a long, good interview with retired Major General Goddard. I get to tell one F-100 story an hour into the podcast. My bit starts at 1:04 in the podcast. It’s a story of attacking barges at night under flares in Vietnam. You would enjoy it! See FPP - F-100 Super Sabre.
Valley of Ten Thousand Smokes is named because there was an eruption there in the early 20th century, and a massive lava and ash blanket covered the ground hundreds of feet deep, and steam and gasses emitted from hundreds of fissures in the new ash layer. There happened to be a team of scientists present for the eruption, which was hard because it was way off in the middle of nowhere a that time. So its not 10,000 volcanoes, it was cooling ashes with trapped pockets of volcanic as under them.
Thanks! I'm now 87 years old, but still making presentations. I'm going to a Phan Rang Air Base Vietnam reunion on October 14, 2021, and will make a presentation there about flying the F-100 from Phan Rang.
Hey there, Imma young (yeah right, 44) black male and I thoroughly enjoyed you telling your story. I started school in Alaska (Ursa Major)! We lived on Fort Richardson. Mom's worked at Elmendorf base. Sister born in Anchorage and I don't KNOW WHY WE WERE IN FAIRBANKS THAT ONE TIME BUT.....allllllll I remember is snow. I'm fascinated with "all things flight." I also "play" simulators and have logged in way too many hrs for it to be healthy, normally!
We used to say that "40,000 feet separates the men from the boys". I still dream of flying at 47,000 feet in my F-106, looking down at all the inferior planes below me, like the F-4s that I especially despised...
My dad, 2nd Lt. Jim Younts was in an F 86 squadron in Korea, probably 2nd or 3rd year of the war. Intelligence debriefing. He said it was full of WWII fighter jocks and he was a kid in a candy store. Wondered if you had run across him. He said occasional B 29s with battle damage would land there. Retired as Major. F 106 and B 36 are my favorites. Like XB 70 too.
No, I didn't run across him - those were tough days for our Air Force! Did you see my videos about "North Korean MiGs", "COCO SCRAMBLE", "Overconfidence", "Something BIG #1" and "Something BIG #2"?
@@spiritofattack Not seen all of yours yet. Well it was a big war and he was kinda in the rear with the gear. But you said you had been there and my dad was a kid during WWII and followed all the fighter aces and they were in F 86s in Korea so he was very enamored of them. Don't know how many squadrons there were. I'm thinking Grabeski was in his but he never talked much about it. He is 92 so he would call you "The Kid". He eventually became a civilian pilot and had a Bonanza and Cherokee Arrow which I flew. Our neighbor was a 747 pilot from B 29s in WWII. He liked the little planes. Had another neighbor who flew P 47s. Thank you, much respect.
@@rogersmith7396 My friend, Harry Shumate, might have flown with him in Gabreski's unit, the 51st Fighter Wing. He has two stories in my "Spirit of Attack" book - one where he got a "Probable" on a MiG-15, and one where he got shot down by a MiG-15! Harry Shumate is still active in Tennessee. Your father might remember him.
@@spiritofattack I will probably talk to my father this week and try to pick his memory. I'm virtually positive Yeager was'nt in his group as of course you would remember that. Bong of course killed. He says his memory is no good but he can tell me about all his high school friends from the 30s and their escapades. He complains about not remembering a phone number from a chance encounter yesterday. Having worked with dementia for 25 years I say dad, you've got no problem. I have mornings were remembering my name is an accomplishment. Hey you know the 51st sounds right. I remember his arm patch with the shooting star and the number in the middle, but maybe that was the AF. My favorite is the Skyraider with quad 20s taking down a 15 on the deck. Balsey!
Good afternoon Mr.Gordon. i'm looking your video.and i'm tryng to imagine how it was possible,in early 50s,without actually tecnology to project,to build,to pilot,to fight,this great aircraft in continuos stay alert situation...no chips,no fbw, no data link,but thermojonic valves, servo hydraulic systems control and S.a.ge. system: this is simply great,like your generation.many years ago,i was so lucky to know here,in Italy,two pilot of f 104,one of g 222,some of c 130 h (old type)and my favourite,an old pilot of Fiat G50 and mc.202 Folgore;after the war the great F 51 Mustang(f for "fighter"instead "pursuit")and then i don,t remember,at time i was a child,and i was interested just to ww2 fighters!but all this pilots was many time to esplane me their experience,and now,to listening you it s like come back in my early best years!!!thank you.
Thank you for your nice comment! I have begun recordings on FighterPilotPodcasts.com and did an F-106 podcast a few minutes ago. Vincent Aiello is the host -- he's fun to work with! Telling flying stories is a fun way to tell younger generations what we did back in the Cold War days.
Thank you Sir. I appreciate you taking the time to document your experiences in the Air Force in such a very important time in history. We hear that the WW2 generation was the greatest.... I don’t wish to diminish their contribution to our nation. But we often overlook the generations that followed who fought the Cold War until it was won in the 1990’s. People today don’t understand the contribution the military made in world war 2, much less Korea, Vietnam and the very dangerous Cold War years where many many young men lost their lives training to be ready, at a moments notice to insure any attack by USSR was met with overwhelming response. I have studied aviation most of my life and I could easily pick out and identify any US and Russian aircraft of the Cold War, and the vast majority of WW2 aircraft. In spite of this knowledge of silhouettes or shapes, I didn’t fully understand the F-102-106 capabilities until after watching your videos. I’ll order a couple of book soon from your home address. The men I went through airline flight school with are still the best and closest friends of my life. I can’t imagine the friendships made in squadrons and combat units in war. Again, thank you for the considerable time, effort and cost you have incurred writing and making videos for our benefit.
It's nice comments like yours that make it worth while making new videos! I'm 86 years old now -- not sure how much longer I can keep it up. By making videos, I can pass on a bit of history to following generations.
@@spiritofattack I’m grateful for the 86 years of your life and pray that however many years you have remaining, that they be in good health, with good friends, family and new acquaintances. Further I pray that God gives you a clear mind through this time and when the end comes, as it will for each of us, it may be without pain or fear of the transition to eternity. It is an honor to have been allowed a glimpse into your life.
@@spiritofattack What people like about you is you are seemingly a nice guy. You did your job and moved on. Not some tatooed jughead who did four years then treated every one like squat in civillian life.
@@rogersmith7396lol. I hate to say this. The most difficult aircraft I’ve flown was a EMB-120. Every jet I flew after was far easier. It’s my understanding the flying of the F-35 Is easy. The hardest part is understanding all the information the aircraft can give you and then applying the knowledge to complete the mission. I think the carrier ops are still quite challenging but nothing like operating an F-4 or even F-14.
@@POKEMANZZ3 Said $20 by cash, check or PayPal to Bruce Gordon at 105 Broadbill Ct, Georgrtown KY 40324. Include your address and email so I can contact you with status. I pay postage and taxes in the USA. Postage overseas costs more - depending on address. I endorse the books and get them out promptly!
@@POKEMANZZ3 I thought you could also use my home address of 105 Broadbill Ct, Georgetown KY 40324. However, my email address is Brugor@mac.com. Please send me your email address too so I can keep you updated on when I actually mail the book to you -- and to clarify address, etc. Sometimes people don't send me a good mailing address for the book!
The book is $20. I sent a book to Australia last year, and the postage was $23.50. Total is $43.50. The Australian sent it to me by PayPal, and I mailed the book from my home in Kentucky so I was able to autograph it. Contact me at Brugor@mac.com for more information if needed.
Hey there Bruce! I've got a question about AIM-26 (nuclear variant) - given that you would have to have a lock on the target the whole time, how would you pull away from the blast? You would have to keep your nose pointed at the plane so the radar kept a lock (I assume), but that puts you right in the path of the blast! How was this avoided (if it was an issue at all)? Thanks, Andrew
Our radar had enough tracking angle so even our hardest turn would not break lock before the missile hit the target. Also, the AIM-26 had a low yield warhead and was not dangerous to the fighter that launched it.
I'm curious about the Nuclear air to air missiles. Was there a chain of command you had to go through to use those missiles in anger or was it at the pilot's discretion?
The authority to fire was a major problem. We carried authenticator code books to confirm the order to fire a nuke. The pads were too complex for use in a fighter cockpit. I didn’t like the nukes for many reasons. It was not at the pilot’s discretion. If you got into a real fight you had no time for the authenticator so the nuke was effectively useless. It was extra weight and took up space that could have carried useful missiles.
So the target only shows up as the jizzle band passes over it? or does it linger on the screen and refresh every time it passes? And what about the 9 and 3 at the 9/3 oclock positions?
The target is illuminated as the jizzle band passes over it, but fades on the scope until the jizzle band returns to refresh it. The radar has a 60 degree sweep, so does not cover the 9 and 3 o'clock positions. The fact that it fades is useful because you want to spotlight it by moving your antenna up or down, and you know you moved too much if it doesn't show in the jizzle band next sweep. As we are seeing raw radar, we can see it brighten or dim as we try to spotlight it. When it has been spotlighted with our hand control (left part of the split yoke) and by using a knurled knob on the hand control to move the antenna up or down, we release the hand control and the computer takes over tracking and computing a firing solution.
Today's fighters have the computer do everything, so the pilot doesn't see raw radar. He doesn't understand as clearly what the problem is, or what the jamming looks like. Today's fighter pilot sees fixed computer symbols, not the target. If the jammer beats the computer, today's fighter pilot is helpless. I think we had better ECCM in the 1960s than we have today, but I can't be sure because I don't fly anymore and just have to listen carefully to what modern fighter pilots say. I haven't heard much about jamming that is necessarily stronger than what bombers had back then -- and pilots have to let the computer handle it.
Hey Brouce, u once said in an interview on The Fighter Pilot Podcast channel that u were in Saudi Arabia , have u been there for teaching !? or what ? THANK YOU
I was responsible for our three-plane fleet of Saudi Arabian Parsons Co. in Yanbu on the west coast, north of Jeddah. During the evenings, I also taught computers to adults in the Yanbu school buildings.
Good morning Major, First of all, a new video from you is always a happy surprise. Thank you for the interesting video that you released today. Second, I unfortunately am in a bit of a pickle as of right now involving F-102s. You see, this might sound silly, but I play a quite realistic flight simulator game called "IL-2 1946". My friends and I, as of right now, will be fighting in a small tournament against another team. I have been given the honor to lead my own squadron in the first round to face the enemy(flying MiG-21s). Problem is however, we fly F-102s(it was my friend, the leader of the whole team's idea) and the fact that the F-102 was not built for dogfighting, and that I lack experience actually handling one(both in real life and in the simulator) worries me. As someone who has had first hand real life experiences flying the F-102, and(if I'm not mistaken) has had real combat experience fighting MiGs in Vietnam, I sincerely hope you can help me in this, perhaps outlining the strengths and weakness of the real plane could help me. Thanks in advance, Siphon P.S your recollection of the F-102 radar scope is spot on, well done Major!
An F-102 was shot down by a MiG-21 in Vietnam early in the war. It apparently was a simple, common problem: the F-102 didn't see the MiG-21. Something like 80% of pilots shot down did not know they were under attack. That's one reason why the F-35's sensor capability is so important! Other than that one Vietnam event, the Mig-21 and the F-102 never were tested against each other. I would prefer the F-102, but I don't know if your game software will let you use a realistic scenario. The major thing is that the F-102 has good radar and the MiG-21 doesn't. So, the usual start of a game at the "merge" is wrong. Also, don't start down low - start above 20,000 feet, and with clouds if possible. If you can detect the MiG-21 on the front, and lock on, you can kill him on the front using your Falcon radar-guided missiles for a kill BEFORE THE MERGE. He might not even see you coming! If you get into a turning engagement, his guns will be better because you almost have to lock on with your radar and fire your infrared Falcons from the stern. I feel confident that I could outmaneuver the MiG-21 from what I learned in the HAVE DOUGHNUT Tests. In maneuvering, the F-102 should be better. The F-102 has a wing loading of 35 pounds/sq ft while the MiG-21 has a much higher 92.7 pounds/sq ft. wing loading. The F-102 also has more engine power. The F-102 has 17,200 pounds of thrust in afterburner, while the MiG-21 has only 15,650 pounds of thrust. This is especially important at high altitudes. This is why you want the battle to be at high altitude, and for it to start before the merge where you can kill him on the front. I doubt if your software will permit that...
One more thought, Siphon 1. The F-102 can fire the infrared Falcon missiles manually, using the optical sight. I never tried it, but it can be done. It might be useful if you're too close for a radar lock on.
@@spiritofattack Good morning Major, Thank you for taking the time to reply and your assesment and advice for the upcoming battle. I hope giving you more details on the scenario could help you advise me further. The enemy team's objective in this campaign is to knock out all 5 of our team's operational airfields. Our objective is to prevent this from happening, and if we win this week, we'll go on the offensive the following week. The strength of each team's attacking forces and the amount of replacement aircraft we can receive is determined by "attack points". We gain "attack points" if we meet our objectives(protecting the airfields, and other strategic positions). If we lose airfields, aircraft, and/or if the pilot of an aircraft gets killed or lands behind enemy lines(unless PJs get to them before 30 minutes) we lose "attack points". The less attack points we have, the less aircraft will come to replace the ones that got shot down. The same applies to the enemy forces. At the event that some airfields remain by the end of the week, the victor is calculated by aircraft strength and "attack points". The battle will start with both teams split amongst airfields in different locations. My squadron has 19 F-102s, but for this fight we'll be using 8 aircraft, split into flights of two. Both teams start at their respective airfields, and there's no telling where in the map we would engage(in your opinion, do you think this will give us ample time to gain an altitude advantage?) The MiGs' objective is to escort a flight of IL-28s(number unknown, we'll just have to wait and see) as they attempt to blow up our airfield. We win if their Il-28s get destroyed, and we get bonus "attack points" if we prevent the MiGs from returning to their airfield. If our airbase gets destroyed we lose, and we will not be able to use the airfield throughout the rest of the campaign. I hope these details could give you a better idea of the campaign and scenario in general, and I look forward to your reply. Best regards, Siphon P.S We took your advice about using radio stations to help us navigate, and now we have installed AFRS stations throughout different points in the map(for these exercises).
@@Selvikus I don't play those video games so my advice is based on reality. Unfortunately, in a game like this they will probably have their IL-28s down low. In reality, they IL-28s would probably be higher because of the fuel consumption at low altitudes. I would use my radar to detect and lock on to the IL-28s from the front, and ignore the MiG-21s. You have one real advantage at low altitude: you can go 655 knots indicated air speed at low level, while the MiG-21 is uncontrollable above about 535 knots. So, at both high and low speeds the F-102 is superior to the MiG-21. However, I doubt if your game shows such differences. Basic rule: lock on to the IL-28s, go fast, and kill the IL-28s on the front. The MiGs would have to turn around to catch you, so they'll be way behind. Ignore the MiGs, kill the IL-28s and you win the game.
Thanks for your personal stories from this time in our country's history. Seems like the "cold warriors" get less attention than other generations because there were less explosions, though the service was no less important. I wonder if you have a professional opinion on the disappearance of Captain Robert Lucas' F-102 in November of '62 out of Paine Field. Although you were in Alaska at the time it would be interesting to hear what you think of this case. www.nwhikers.net/forums/viewtopic.php?t=11426
Yes, I was in Alaska at the time - and I have seen a number of craters left by F-102 and F-106 aircraft. The craters were not large -- it was amazing that such a large fighter could break into so many little pieces! I doubt if his plane would have left a large crater - it probably broke into small pieces which disappeared under the trees. The only large piece which survived the crashes that I saw was the engine.
@@spiritofattack Thanks for your reply, Mr. Gordon. All credit to the folks who tried the search as that is Rough country. You really can't appreciate how quickly you can go from dense civilization to the middle of nowhere unless you've been there (I am sure Alaska is moreso!). What would you think might be the cause of the loss? It's all guesses of course but there was no distress call of any kind and his flight lead saw nothing. The SAGE controller apparently merged the two ship formation into one blip on the outbound track and when the lead called in on the inbound, there was only one plane! I was thinking complete electrical failure or O2 system problem but I lack any idea of how likely any theory might be. Thanks again!
@@jr7392 I have had a number of very close calls myself at night where I would have disappeared without any notification. Complete electrical failure is unlikely because you always have battery, and there is an emergency electrical generator. I'm not surprised that the flight lead didn't see anything because #2 is often behind and out of sight of lead. See my RUclips / Bruce Gordon night weather video about an incident of AC/DC power failure in the F-106 that almost caused me to crash without telling anyone what happened.
@@spiritofattack Thank you once again, Mr. Gordon. Flying complex supersonic aircraft in all weather is a dangerous business at the best of times so it's no surprise that some losses will never be solved.
@@spiritofattack How about the "Cornfield Bomber" 106 at Wright Patterson. If you ejected would you want your plane to land itself undamaged? Apparently scared the hell out of the farmer as it kept coming toward his house with the engine on.
Russian fighters could reach Alaska, but that was about their maximum range. They couldn’t penetrate into Alaska to escort bombers. Even on a one way trip they couldn’t reach Elmendorf.
When the hell are they going to put you in an F 35 trainer? R. Lee Ermey flew a B 2 and hes an ex Marine. I live close to Whiteman. The son or grandson of Paul Tibbits was flying out of there.
I didn't get into an F-35 simulator -- I did get into an F-15 simulator, at Langley AFB, Virginia. I'd love to get into an F-35 simulator -- but no chance of that!
@@spiritofattack You must not know any generals or politicians. I am an RN and had a patient who flew B 36s then 52s. Never got above Captain. Asked him what the hell happened. He said pissed off Lemay. Did you piss off Lemay? George Carlin was in the Air Force as a radar tech sgt. or something. He said both the AF and him agreed he should leave. Jimi Hendrix was in the Army.
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This was a wonderful trip down memory lane for me. In the early 80's, I was a USAF Weapons Controller, NORAD 23rd Air Defense Sq. (Oak Grove), Tyndall AFB. During my deployment there at Tyndall, I participated in one intercept (and observed others) on Soviet Union TU-95 Delta "Bear" Bomber runs on their way to Cuba. They'd fly right outside the ADIZ, while we watched them on our RADAR scopes. Multiple times per year, we'd watch this. Every once in a while, maybe one or two times a year, they'd cut in hard towards the East Coast - usually alongside Georgia or Florida, and cross the ADIZ. And of course, we'd scramble interceptors.
While I never worked a mission with an F-102, we *were* still using F-106s into the 80s as interceptors. They were fast as hell, good for a straight line intercept. We'd scramble interceptors, F-106 or F-15 (and early models of F-16s from MacDill). We would intercept them off the coast of GA or FL, and they would record how long it took us to get there, and take pics of our interceptors for their intel files. And we would take pics of them for our intel files. I have this one photo, taken by one of our pilots, of the tail gunner window of a Bear, with the tail gunner's face in the window with a big "shit eating grin" on his face, pointing at his can of Coca Cola. He was *really* proud of that Coke.
They'd linger a while, and we'd fly alongside. Eventually, they would turn back out to sea, and continue on their way to Cuba. These encounters were always pretty friendly affairs, really. Mutual respect between both sides.
Love it! Yes, they stayed out of our 20-mile limit and kept their tail guns "caged" in the full-up position. The only time they pointed their tail gun at me was off the coast of North Korea. That was not a Bear - it was a four-engined propeller plane, the AN-12 CUB. I assumed it was a normal transport plane - but I was WRONG. It had been modified as an ELINT airplane, and it had a TAIL GUN. I was overconfident, and came swinging into a position at their 6 o'clock low, where a transport couldn't see me -- but I looked up into the twin barrels of their tail gun from only about 100 feet away! I broke off and pulled out of the arc of the tail gun. One of the stupidest moves in my life -- I'll just lucky he didn't fire! I should write that up as a video...
I heard from a sailor who was in the US Navy in the 80s and he told a story about his ship being followed by Russian trawlers who would always pick up whatever trash was dumped overboard to dig through for intel. So one day the American sailors took a bunch of nudie magazines, wrapped them in trash bags, and threw them overboard and waited. The Soviets picked them up, tore them open, and started laughing and waving at the Americans. When I hear stories like that it makes me even more happy we never wound up nuking each other.
@@RCAvhstape Love it!
What great recollections!
@@RCAvhstape They don't let the soldiers and sailors vote on that.
Just bought your book a week ago I love it thank you!
Glad you like it!
I was a crew chief at Eielson in 1969 and got to work on the F-102! I saw the F106's go away and the F4's take over. I sure do miss the F-106!! Best Wishes, Richard Goodman
I was flying out of Eielson in 1967 -- must have missed you by a year or so! Golly, it was COLD!
Very interesting stories! You're not kidding about the F-102 and F-106 weapons bay doors being "fast acting". I once watched a weapons load into the 106; when they closed the doors it was almost a case of "now it's open, now it's closed" with no noticeable movement in-between. I'm an Air Force brat and watched USAF F-106's and USANG F-102's leaving on their sorties a great many times. The 106 remains one of my favorite fighters ever.
What wonderful stories and pictures!
a vid from you is always a happy surprise :)
Dad flew 102's with the 317th, & thought it was the best squadron experience of his career. Bruce, you may have known him. We lost dad over a year ago, & I shared your RUclips work with him whenever I was able to visit him in the Springs (NORAD). I try to watch everyting you put out there-- (Dad's fav plane was the 106 as well). We had great memories of Alaska, that squadron (though we were wee kids) and the time there. Peace and keep the memories coming. Bill Lindeman's son Mitch.
I think I remember Bill Lindeman in the 317th. He was in a different flight, so I didn't pull Alert with him, and I think he left shortly after I arrived. Yes, the F-102 was a great plane, the F-106 was even greater - and the 317th under Joe Rogers was the best squadron I ever served in!
@@spiritofattack , thanks for the reply. Dad's call sign(?) was "Lindy", i believe. He got to fly a good deal there and always came home with the "high" from those experiences--and the grin that fighter jocks always had, having done what they do the way they did it. He went on to be Commander- AFI-Keflavik, then back at NORAD. He was glad to remember those good old days, even though COPD was limiting his movements. Thanks for your service to our country, and for taking us all back to some wonderful times.
Bruce, as always, wonderful stories. Glad we are getting these oral histories from you.
That was one good thing about flying NAVAIR... we didn't have to worry about hitting landing lights.
You would have felt right at home at Galena -- except we had icy runways, and I expect your deck was always clear of ice!
Thank you Sir, for your videos!
Been following you on the Fighterpilotpodcast. I really enjoyed your help with the F100 series. I just listened to your podcast on the F-106. Great stories by a great man. I just signed up for your youtube chanel. Thank you for your service.
Thanks, Dan! My next big project will be to turn my SPIRIT OF ATTACK book into an AudioBook. It's a big job and will take months. I plan to read my whole book, but add extra verbal stories that are not in the book. I tried to keep the book stories short so they would be a series of short, easy-reading adventures. Each of the stories, though, had side stories that were interesting. I can add them in an AudioBook. However, I'm not sure exactly how to record an AudioBook. I'm trying to read the online instructions as to the format they require. It would be a shame to spend many hours recording, and then find it's in the wrong audio format!
Another excellent video, Bruce. I'm enjoying your book too.
Glad you're sharing these stories on the Fighter Pilot Podcast channel now, too, Bruce. Get you a bigger audience for this historical knowledge.
We need to tell our stories or they will be lost to history.
I have just contributed to the Fighter Pilot Podcast for the F-100. It is a long, good interview with retired Major General Goddard. I get to tell one F-100 story an hour into the podcast. My bit starts at 1:04 in the podcast. It’s a story of attacking barges at night under flares in Vietnam. You would enjoy it! See FPP - F-100 Super Sabre.
Valley of Ten Thousand Smokes is named because there was an eruption there in the early 20th century, and a massive lava and ash blanket covered the ground hundreds of feet deep, and steam and gasses emitted from hundreds of fissures in the new ash layer. There happened to be a team of scientists present for the eruption, which was hard because it was way off in the middle of nowhere a that time. So its not 10,000 volcanoes, it was cooling ashes with trapped pockets of volcanic as under them.
Very good description! There are small steaming volcanoes there now, but not 10,000....
My dad flew the deuce out of Michigan
You put together some amazing content.
Thanks! I'm now 87 years old, but still making presentations. I'm going to a Phan Rang Air Base Vietnam reunion on October 14, 2021, and will make a presentation there about flying the F-100 from Phan Rang.
Thank you for your service and for sharing your stories.
Great story and video! Thanks, Bruce!
Bruce this is another great story. Thanks so much.
Excellent recall
Love it sir! keep the awesome content coming
Amazing video as always!
Hey there, Imma young (yeah right, 44) black male and I thoroughly enjoyed you telling your story. I started school in Alaska (Ursa Major)! We lived on Fort Richardson. Mom's worked at Elmendorf base. Sister born in Anchorage and I don't KNOW WHY WE WERE IN FAIRBANKS THAT ONE TIME BUT.....allllllll I remember is snow.
I'm fascinated with "all things flight." I also "play" simulators and have logged in way too many hrs for it to be healthy, normally!
We used to say that "40,000 feet separates the men from the boys". I still dream of flying at 47,000 feet in my F-106, looking down at all the inferior planes below me, like the F-4s that I especially despised...
@@spiritofattack A crew member has stated he knows of a B 36 flying at 63,000 feet. That plane gets no respect.
My dad, 2nd Lt. Jim Younts was in an F 86 squadron in Korea, probably 2nd or 3rd year of the war. Intelligence debriefing. He said it was full of WWII fighter jocks and he was a kid in a candy store. Wondered if you had run across him. He said occasional B 29s with battle damage would land there. Retired as Major. F 106 and B 36 are my favorites. Like XB 70 too.
No, I didn't run across him - those were tough days for our Air Force! Did you see my videos about "North Korean MiGs", "COCO SCRAMBLE", "Overconfidence", "Something BIG #1" and "Something BIG #2"?
@@spiritofattack Not seen all of yours yet. Well it was a big war and he was kinda in the rear with the gear. But you said you had been there and my dad was a kid during WWII and followed all the fighter aces and they were in F 86s in Korea so he was very enamored of them. Don't know how many squadrons there were. I'm thinking Grabeski was in his but he never talked much about it. He is 92 so he would call you "The Kid". He eventually became a civilian pilot and had a Bonanza and Cherokee Arrow which I flew. Our neighbor was a 747 pilot from B 29s in WWII. He liked the little planes. Had another neighbor who flew P 47s. Thank you, much respect.
@@rogersmith7396 My friend, Harry Shumate, might have flown with him in Gabreski's unit, the 51st Fighter Wing. He has two stories in my "Spirit of Attack" book - one where he got a "Probable" on a MiG-15, and one where he got shot down by a MiG-15! Harry Shumate is still active in Tennessee. Your father might remember him.
@@spiritofattack I will probably talk to my father this week and try to pick his memory. I'm virtually positive Yeager was'nt in his group as of course you would remember that. Bong of course killed. He says his memory is no good but he can tell me about all his high school friends from the 30s and their escapades. He complains about not remembering a phone number from a chance encounter yesterday. Having worked with dementia for 25 years I say dad, you've got no problem. I have mornings were remembering my name is an accomplishment. Hey you know the 51st sounds right. I remember his arm patch with the shooting star and the number in the middle, but maybe that was the AF. My favorite is the Skyraider with quad 20s taking down a 15 on the deck. Balsey!
Oh also he said those P 61 or 63 night fighters were on his airfield.
I worked at GEG in 2019 probably changed a bit but the old b17 hanger was still there it services dash 8s now
Good afternoon Mr.Gordon. i'm looking your video.and i'm tryng to imagine how it was possible,in early 50s,without actually tecnology to project,to build,to pilot,to fight,this great aircraft in continuos stay alert situation...no chips,no fbw, no data link,but thermojonic valves, servo hydraulic systems control and S.a.ge. system: this is simply great,like your generation.many years ago,i was so lucky to know here,in Italy,two pilot of f 104,one of g 222,some of c 130 h (old type)and my favourite,an old pilot of Fiat G50 and mc.202 Folgore;after the war the great F 51 Mustang(f for "fighter"instead "pursuit")and then i don,t remember,at time i was a child,and i was interested just to ww2 fighters!but all this pilots was many time to esplane me their experience,and now,to listening you it s like come back in my early best years!!!thank you.
Thank you for your nice comment! I have begun recordings on FighterPilotPodcasts.com and did an F-106 podcast a few minutes ago. Vincent Aiello is the host -- he's fun to work with! Telling flying stories is a fun way to tell younger generations what we did back in the Cold War days.
@@spiritofattack thanks for your answer Sir.ill 'go to look it immediatly.
@@spiritofattack Could you have ever flown 104s?
Thank you Sir. I appreciate you taking the time to document your experiences in the Air Force in such a very important time in history.
We hear that the WW2 generation was the greatest.... I don’t wish to diminish their contribution to our nation. But we often overlook the generations that followed who fought the Cold War until it was won in the 1990’s. People today don’t understand the contribution the military made in world war 2, much less Korea, Vietnam and the very dangerous Cold War years where many many young men lost their lives training to be ready, at a moments notice to insure any attack by USSR was met with overwhelming response.
I have studied aviation most of my life and I could easily pick out and identify any US and Russian aircraft of the Cold War, and the vast majority of WW2 aircraft.
In spite of this knowledge of silhouettes or shapes, I didn’t fully understand the F-102-106 capabilities until after watching your videos.
I’ll order a couple of book soon from your home address. The men I went through airline flight school with are still the best and closest friends of my life. I can’t imagine the friendships made in squadrons and combat units in war.
Again, thank you for the considerable time, effort and cost you have incurred writing and making videos for our benefit.
It's nice comments like yours that make it worth while making new videos! I'm 86 years old now -- not sure how much longer I can keep it up. By making videos, I can pass on a bit of history to following generations.
@@spiritofattack I’m grateful for the 86 years of your life and pray that however many years you have remaining, that they be in good health, with good friends, family and new acquaintances. Further I pray that God gives you a clear mind through this time and when the end comes, as it will for each of us, it may be without pain or fear of the transition to eternity.
It is an honor to have been allowed a glimpse into your life.
@@spiritofattack What people like about you is you are seemingly a nice guy. You did your job and moved on. Not some tatooed jughead who did four years then treated every one like squat in civillian life.
@@bret9741 I want to see you in an F 35 trainer. Lets do this thing. Bush skydived in his 90s. I have no idea why.
@@rogersmith7396lol. I hate to say this. The most difficult aircraft I’ve flown was a EMB-120. Every jet I flew after was far easier.
It’s my understanding the flying of the F-35
Is easy. The hardest part is understanding all the information the aircraft can give you and then applying the knowledge to complete the mission. I think the carrier ops are still quite challenging but nothing like operating an F-4 or even F-14.
Bruce, that was pleasure to listen the story from you! Can you say what was the lenght of the Galena runaway?
Love to hear about the F-102. Not a lot of serious info out there mostly second hand slander.
Johnny Fever - yes, I autograph the books ordered from my home. I don't touch the books that are ordered from Amazon.com so I can't autograph those.
how does one go about ordering books from your home? would love to buy a copy
@@POKEMANZZ3 Said $20 by cash, check or PayPal to Bruce Gordon at 105 Broadbill Ct, Georgrtown KY 40324. Include your address and email so I can contact you with status. I pay postage and taxes in the USA. Postage overseas costs more - depending on address. I endorse the books and get them out promptly!
@@spiritofattack hi just curious, if i choose paypal, id just write the email address the paypal is linked to? sorry if annoying
@@POKEMANZZ3 I thought you could also use my home address of 105 Broadbill Ct, Georgetown KY 40324. However, my email address is Brugor@mac.com. Please send me your email address too so I can keep you updated on when I actually mail the book to you -- and to clarify address, etc. Sometimes people don't send me a good mailing address for the book!
@@spiritofattack ok thanks.
Thanks for these great videos, I enjoy them immensely!
How much would it cost to send an autographed book to Australia please?
Cheers, Tom
The book is $20. I sent a book to Australia last year, and the postage was $23.50. Total is $43.50. The Australian sent it to me by PayPal, and I mailed the book from my home in Kentucky so I was able to autograph it. Contact me at Brugor@mac.com for more information if needed.
Hello sir , I heard that Turkish Air Force f-102 and Hellenic Air Force f-5 have dogfighted in 1974 so is that right ?
And also it's first and only kill mark for f102 ... Only TurAF could shut down enemy by that aircraft ( so I mean F-102 )
Yes, Turkey had the F-102 at that time so it is possible. I would like to know more about that dogfight....
Hey there Bruce! I've got a question about AIM-26 (nuclear variant) - given that you would have to have a lock on the target the whole time, how would you pull away from the blast? You would have to keep your nose pointed at the plane so the radar kept a lock (I assume), but that puts you right in the path of the blast! How was this avoided (if it was an issue at all)? Thanks,
Andrew
Our radar had enough tracking angle so even our hardest turn would not break lock before the missile hit the target. Also, the AIM-26 had a low yield warhead and was not dangerous to the fighter that launched it.
@@spiritofattack Alright! Thank you for the fast response.
I'm curious about the Nuclear air to air missiles. Was there a chain of command you had to go through to use those missiles in anger or was it at the pilot's discretion?
The authority to fire was a major problem. We carried authenticator code books to confirm the order to fire a nuke. The pads were too complex for use in a fighter cockpit. I didn’t like the nukes for many reasons. It was not at the pilot’s discretion. If you got into a real fight you had no time for the authenticator so the nuke was effectively useless. It was extra weight and took up space that could have carried useful missiles.
@@spiritofattack thanks for taking the time to answer, I do appreciate it!
@@spiritofattack Why would fleets of TU 95s ever get to Texas?
So the target only shows up as the jizzle band passes over it? or does it linger on the screen and refresh every time it passes? And what about the 9 and 3 at the 9/3 oclock positions?
The target is illuminated as the jizzle band passes over it, but fades on the scope until the jizzle band returns to refresh it. The radar has a 60 degree sweep, so does not cover the 9 and 3 o'clock positions. The fact that it fades is useful because you want to spotlight it by moving your antenna up or down, and you know you moved too much if it doesn't show in the jizzle band next sweep. As we are seeing raw radar, we can see it brighten or dim as we try to spotlight it. When it has been spotlighted with our hand control (left part of the split yoke) and by using a knurled knob on the hand control to move the antenna up or down, we release the hand control and the computer takes over tracking and computing a firing solution.
Today's fighters have the computer do everything, so the pilot doesn't see raw radar. He doesn't understand as clearly what the problem is, or what the jamming looks like. Today's fighter pilot sees fixed computer symbols, not the target. If the jammer beats the computer, today's fighter pilot is helpless. I think we had better ECCM in the 1960s than we have today, but I can't be sure because I don't fly anymore and just have to listen carefully to what modern fighter pilots say. I haven't heard much about jamming that is necessarily stronger than what bombers had back then -- and pilots have to let the computer handle it.
Hey Brouce,
u once said in an interview on The Fighter Pilot Podcast channel that u were in Saudi Arabia , have u been there for teaching !? or what ? THANK YOU
I was responsible for our three-plane fleet of Saudi Arabian Parsons Co. in Yanbu on the west coast, north of Jeddah. During the evenings, I also taught computers to adults in the Yanbu school buildings.
Good morning Major,
First of all, a new video from you is always a happy surprise. Thank you for the interesting video that you released today.
Second, I unfortunately am in a bit of a pickle as of right now involving F-102s. You see, this might sound silly, but I play a quite realistic flight simulator game called "IL-2 1946". My friends and I, as of right now, will be fighting in a small tournament against another team. I have been given the honor to lead my own squadron in the first round to face the enemy(flying MiG-21s). Problem is however, we fly F-102s(it was my friend, the leader of the whole team's idea) and the fact that the F-102 was not built for dogfighting, and that I lack experience actually handling one(both in real life and in the simulator) worries me.
As someone who has had first hand real life experiences flying the F-102, and(if I'm not mistaken) has had real combat experience fighting MiGs in Vietnam, I sincerely hope you can help me in this, perhaps outlining the strengths and weakness of the real plane could help me.
Thanks in advance,
Siphon
P.S your recollection of the F-102 radar scope is spot on, well done Major!
An F-102 was shot down by a MiG-21 in Vietnam early in the war. It apparently was a simple, common problem: the F-102 didn't see the MiG-21. Something like 80% of pilots shot down did not know they were under attack. That's one reason why the F-35's sensor capability is so important!
Other than that one Vietnam event, the Mig-21 and the F-102 never were tested against each other. I would prefer the F-102, but I don't know if your game software will let you use a realistic scenario.
The major thing is that the F-102 has good radar and the MiG-21 doesn't. So, the usual start of a game at the "merge" is wrong. Also, don't start down low - start above 20,000 feet, and with clouds if possible. If you can detect the MiG-21 on the front, and lock on, you can kill him on the front using your Falcon radar-guided missiles for a kill BEFORE THE MERGE. He might not even see you coming!
If you get into a turning engagement, his guns will be better because you almost have to lock on with your radar and fire your infrared Falcons from the stern. I feel confident that I could outmaneuver the MiG-21 from what I learned in the HAVE DOUGHNUT Tests.
In maneuvering, the F-102 should be better. The F-102 has a wing loading of 35 pounds/sq ft while the MiG-21 has a much higher 92.7 pounds/sq ft. wing loading. The F-102 also has more engine power. The F-102 has 17,200 pounds of thrust in afterburner, while the MiG-21 has only 15,650 pounds of thrust. This is especially important at high altitudes. This is why you want the battle to be at high altitude, and for it to start before the merge where you can kill him on the front.
I doubt if your software will permit that...
One more thought, Siphon 1. The F-102 can fire the infrared Falcon missiles manually, using the optical sight. I never tried it, but it can be done. It might be useful if you're too close for a radar lock on.
@@spiritofattack Good morning Major,
Thank you for taking the time to reply and your assesment and advice for the upcoming battle.
I hope giving you more details on the scenario could help you advise me further. The enemy team's objective in this campaign is to knock out all 5 of our team's operational airfields. Our objective is to prevent this from happening, and if we win this week, we'll go on the offensive the following week.
The strength of each team's attacking forces and the amount of replacement aircraft we can receive is determined by "attack points". We gain "attack points" if we meet our objectives(protecting the airfields, and other strategic positions). If we lose airfields, aircraft, and/or if the pilot of an aircraft gets killed or lands behind enemy lines(unless PJs get to them before 30 minutes) we lose "attack points". The less attack points we have, the less aircraft will come to replace the ones that got shot down. The same applies to the enemy forces. At the event that some airfields remain by the end of the week, the victor is calculated by aircraft strength and "attack points".
The battle will start with both teams split amongst airfields in different locations. My squadron has 19 F-102s, but for this fight we'll be using 8 aircraft, split into flights of two. Both teams start at their respective airfields, and there's no telling where in the map we would engage(in your opinion, do you think this will give us ample time to gain an altitude advantage?)
The MiGs' objective is to escort a flight of IL-28s(number unknown, we'll just have to wait and see) as they attempt to blow up our airfield. We win if their Il-28s get destroyed, and we get bonus "attack points" if we prevent the MiGs from returning to their airfield. If our airbase gets destroyed we lose, and we will not be able to use the airfield throughout the rest of the campaign.
I hope these details could give you a better idea of the campaign and scenario in general, and I look forward to your reply.
Best regards,
Siphon
P.S We took your advice about using radio stations to help us navigate, and now we have installed AFRS stations throughout different points in the map(for these exercises).
@@Selvikus I don't play those video games so my advice is based on reality. Unfortunately, in a game like this they will probably have their IL-28s down low. In reality, they IL-28s would probably be higher because of the fuel consumption at low altitudes. I would use my radar to detect and lock on to the IL-28s from the front, and ignore the MiG-21s. You have one real advantage at low altitude: you can go 655 knots indicated air speed at low level, while the MiG-21 is uncontrollable above about 535 knots. So, at both high and low speeds the F-102 is superior to the MiG-21. However, I doubt if your game shows such differences.
Basic rule: lock on to the IL-28s, go fast, and kill the IL-28s on the front. The MiGs would have to turn around to catch you, so they'll be way behind. Ignore the MiGs, kill the IL-28s and you win the game.
@@spiritofattack F 4 fanboys say their plane had much better missles.
Thanks for your personal stories from this time in our country's history. Seems like the "cold warriors" get less attention than other generations because there were less explosions, though the service was no less important. I wonder if you have a professional opinion on the disappearance of Captain Robert Lucas' F-102 in November of '62 out of Paine Field. Although you were in Alaska at the time it would be interesting to hear what you think of this case. www.nwhikers.net/forums/viewtopic.php?t=11426
Yes, I was in Alaska at the time - and I have seen a number of craters left by F-102 and F-106 aircraft. The craters were not large -- it was amazing that such a large fighter could break into so many little pieces! I doubt if his plane would have left a large crater - it probably broke into small pieces which disappeared under the trees. The only large piece which survived the crashes that I saw was the engine.
@@spiritofattack Thanks for your reply, Mr. Gordon. All credit to the folks who tried the search as that is Rough country. You really can't appreciate how quickly you can go from dense civilization to the middle of nowhere unless you've been there (I am sure Alaska is moreso!). What would you think might be the cause of the loss? It's all guesses of course but there was no distress call of any kind and his flight lead saw nothing. The SAGE controller apparently merged the two ship formation into one blip on the outbound track and when the lead called in on the inbound, there was only one plane! I was thinking complete electrical failure or O2 system problem but I lack any idea of how likely any theory might be. Thanks again!
@@jr7392 I have had a number of very close calls myself at night where I would have disappeared without any notification. Complete electrical failure is unlikely because you always have battery, and there is an emergency electrical generator. I'm not surprised that the flight lead didn't see anything because #2 is often behind and out of sight of lead. See my RUclips / Bruce Gordon night weather video about an incident of AC/DC power failure in the F-106 that almost caused me to crash without telling anyone what happened.
@@spiritofattack Thank you once again, Mr. Gordon. Flying complex supersonic aircraft in all weather is a dangerous business at the best of times so it's no surprise that some losses will never be solved.
@@spiritofattack How about the "Cornfield Bomber" 106 at Wright Patterson. If you ejected would you want your plane to land itself undamaged? Apparently scared the hell out of the farmer as it kept coming toward his house with the engine on.
Mister Gordon would you autograph an model airplane if I mail it to you?
It would be hard to autograph a model plane! My handwriting is not good enough. I think it would look better without my autograph...
Well just know later this year I want to build a model representing you so I’m either F-100 or F102
@@dutchbrotherfan1284 Why not the F-106?
Satans kitten squadron? Well that is an option now isn’t it???
@@dutchbrotherfan1284 Satan’s Kitty Squadron was one of many squadrons. I wasn’t part of it.
If the Russian fighters had enough range to reach Alaska, was there ever a concern that they might escort the bombers?
Russian fighters could reach Alaska, but that was about their maximum range. They couldn’t penetrate into Alaska to escort bombers. Even on a one way trip they couldn’t reach Elmendorf.
@@spiritofattack Thank you for your reply. That makes sense given that the MiGs were supposed to be short-range interceptors (as I understand).
@@hunter35474 They were very short ranged.
@@hunter35474 The USAF tried to make fighter escorts for our bombers, but gave up.
@@spiritofattack SAC Omaha has a Goblin. I have read they fly OK.
I dont think 25 tons is right. I think its 250 tons, or .25 kt.
It’s.025 kt which is 25 tons.
When the hell are they going to put you in an F 35 trainer? R. Lee Ermey flew a B 2 and hes an ex Marine. I live close to Whiteman. The son or grandson of Paul Tibbits was flying out of there.
I didn't get into an F-35 simulator -- I did get into an F-15 simulator, at Langley AFB, Virginia. I'd love to get into an F-35 simulator -- but no chance of that!
@@spiritofattack You must not know any generals or politicians. I am an RN and had a patient who flew B 36s then 52s. Never got above Captain. Asked him what the hell happened. He said pissed off Lemay. Did you piss off Lemay? George Carlin was in the Air Force as a radar tech sgt. or something. He said both the AF and him agreed he should leave. Jimi Hendrix was in the Army.