Desert Cats: The Canadian Fighter Squadron in the Gulf War 091919513X, 9780919195134

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Canadian Air Task Group Middle East - Commander Colonel R.H. Lalonde

Having just arrived in the Persian gulf before Christmas 1990, the members of the first Canadian fighter squadron to fly into battle

since World War Two began a rigorous training programme to get ready for the Gulf War. The unit was made up of members from 439 Tiger Squadron and 416 Lynx Squadron, so the first task facing the newly appointed Squadron Commander was to integrate these two factions into a cohesive, motivated fighting unit. Lt.-Col. Matthews measured up to the task and in the short time available before the war, he melded the squadron into a highly skilled fighting machine which he named the Desert Cats. Fearlessly he led them into battle where countless anti-aircraft artillery and surface to air missiles threatened the state of their health. This book concerns itself with documenting some aspects of the squadron’s mission in the Gulf War as well as providing information about the various support organizations required to sustain such a wartime operation in a theatre so far removed from Canada. Capt. Deere, and all who have collaborated with him in the fine work ofpublishing this book, have captured the

essence of the Canadian air effort in the Gulf War and | pay tribute to their excellent work.

Copyright

1991 David Deere

gh,

FIGHTERCOUNTRY ! ee

D7UBAUSAEOAF EN. First published in 1991 by Fortress Publications Unit B 221 Barton St. E Stoney Creek, Ontario L8G 3X9

Produced for Fortress Publications

by Esprit de Corps Magazine Editors: James G. Scott, Julie Simoneau Typesetting: Johanna Ngoh Colour Separations: 71 Film Canada Printed by: Dollco Printing, Ottawa

ISBN- 0-919195-13-X

uad

Message from the Chief of the Defence Staff General

A.J.G.D.

de Chastelain,

CMM,

CD

Now that the Persian Gulf conflict has come to a successful conclusion, | wish to express my sincere congratulations to Canada’s Air Task Group Middle East (CATGME) for your planning and execution of your mission in support of our Gulf operations. Your contribution to the achievement of the coalition’s objectives reflects professionalism and determination of the highest standard. You have earned the respect of our coalition partners, the admiration of Canadians and the gratitude of the people of Kuwait for the outstanding manner in which you carried out your tasks. You may all feel justifiably proud of your efforts. Well done!

Message from the Honourable Bill McKnight Minister of National

Defence

In concert with her United Nations allies, and as a founding member of the UN Charter, Canada committed its military forces deployed in the Persian Gulf to combat operations on 16 January 1991. In helping enforce Security Council Resolutions calling for the withdrawal of Iraqi forces from Kuwait, the Government of Canada took a firm stance in furthering the cause of world order. With the conclusion of hostilities in the Persian Gulf, the United Nations Coalition achieved its military objectives in bringing freedom to the people of Kuwait. To the men and women ofthe Canadian Air Task Group, | offer my deep appreciation for a job well done. Inso doing, | also wish to extend my gratitude and admiration to your families at home, who faced _these stressful and uncertain times with:gent COU

age. In exercising your assigned mandate, you) no

Message from The Commander Air Command Lieutenant-General F.R. Sutherland, CMM, CD On behalf of Canada’s Air Force, | wish to offer my sincere congratulations to the men and women of the Desert Cats upon the successful completion of Operation Friction. Your combination of professionalism, dedication and truly outstanding performance in a wide variety of demanding combat roles under difficult

Commanding

Officer

Desert

Cats

Forward March 5 1991

A

strong northerly wind is blowing dirty oily

clouds over Oatar and the first real rainstorm we Canadians have seen in half a year in the Persian Gulf has left an unfamiliar dampness in the air. It is a sombre day as we sit in Doha, waiting for the word to go home to Germany and Canada, yet one ripe for reflection on what has been one of the great adventures of Canadian aviation. The real Desert Cat adventure began in November of 1990 when |was advised by Col. Phil Engstad, Commander CATGME, that | was to vacate my position in the Qatari Air Operations Centre and return immediately to Baden-Soellingen. The mission was to form one squadron from our own 439 Tigers and the equally proud Lynxes of 416. November and the first weeks of December were a blur of activity as we assembled forces in Baden from the Air Division and Fighter Group. The name of Desert Cats came to us and was to stick as the level of activity increased daily. Finally, on December 19, all of the Cats were in Doha and the very earnest task of working the two units into one began. The squadron was totally integrated in every facet of the ground and air operation. Tigers and Lynxes were to be seen working side by side preparing for a war which was clearly going to happen. Then, in the early morning hours of 16 January 1991, the skies over Kuwait literally exploded. Were the Cats ready? Everything we had done told me that we were one ready, operational squadron now composed of some 26 aircraft and 300 personnel. The first weeks of the war indeed confirmed my thoughts. Our defensive counter air missions in the northern Persian Gulf were being conducted flawlessly and were totally integrated with the USN air umbrella over the Allied shipping in the Gulf. The next challenge then appeared on the horizon. We were tasked with the sweep/escort mission which would see us flying deep into Iraq and over the

Kuwaiti Theatre of Operations. Now holding two distinct missions, the Desert Cats continued their dynamic performance, twenty four hours a day, seven days a week. Sleep was hard to come by, air raid warnings with the dashes to the bunkers were common and the never ending scream of allied aircraft launching from Doha shattered what little quiet remained in this desert emirate. The air war was going incredibly well by this time and the prospect of a land offensive now became the centre of our attention. The final challenge was hurled at us just before the first coalition tanks rolled into Iraq. The Desert Cats would re-equip to the fighter-bomber role and assist in the destruction of the Iraqi army. The challenge was met and on the first day of the land offensive, the Cats were there with bombs on target. Throughout the land campaign, the Squadron held the combat air patrol mission over the northern Persian Gulf while surging to a remarkable daily sortie rate of twenty bombing missions. | know that for each and every one of the Desert Cats this four month foray to the Middle East will be an unforgettable experience. We had the unique opportunity to live and work in a war theatre and learn what we all knew to be true: It is the people around us who ultimately make the difference between success and failure, between life and death. It is my sincerest hope that all of you who served in Qatar will find in these pages some of the pride and sweat which you so liberally applied to all your missions. To those who fought or viewed the war from elsewhere | hope that this book gives you a better feel for what we accomplished and how we lived and fought. Our greatest victory, of course, was accomplishing all tasks with no casualties. For that | thank God and each and every one of the people in Doha who made it possible.

Don Matthews Commanding Officer

he Gulf War will go down in history as being one of the most impressive and successful military operations ever achieved. Many books have been and will be written about this War. They discuss everything from the equipment and tactics employed to the economic, social, and political changes resulting from the Wars outcome. This book tells the story of the Canadian Air Task Group Middle East and of the tactical fighter squadron under its command - the Desert Cats. The book is uniquely different in that it is not an individual's point of view nor does it involve a lengthy detailed chronological script. Rather, it is a compilation of photographs, letters, and journal entries taken and written by those Canadian military personnel who participated in the Gulf War. In essence, it is a pictorial essay initially created to give those who were there an invaluable treasure of memories that will allow them to relive the experience at the turn of a page. The concern and support from all Canadians throughout this conflict was overwhelming. Thus, it was obvious that the story of the Desert Cats would

also be of great interest to those who were forced to witness the war at home on television. Without a doubt, the experience of the Gulf War will remain in our minds and our hearts for many years to come. The personal and collective accomplishments of the Desert Cats and their support units gave us a sense of pride and dignity. We became a family and together triumphantly achieved the assigned tasks and overcame many obstacles. This was done while contending with the multitude of emotions brought about by such a crisis. The pages that follow illustrate the hard work, dedication, and professionalism of the Canadian Air Task Group. I'd like to extend my thanks and appreciation to all those who helped me recreate this Desert Cat Story. Thanks to Sgt Chris Coulombe and John McQuarrie for outstanding photography; to Sgt Hugh Nickel for artistic prose; to Scott and Katherine Taylor and the entire crew at Esprit de Corps for their talented and professional contribution. — Finally, thanks to the Desert Cats and all the support units deployed to Oatar who together made the work, the play, and the book so memorable.

Captain David N. Deere

ike all events in history, the recently concluded hostilities in the Middle East did not really begin at a single time and place. The Iraqi invasion of 2 August 1990, which sparked this war, or the threats and failed diplomacy which preceded it, only mark another step along the jagged path of relationships that have created the nations of this region. Apologists might refer to the Balfour Declaration of 1917 (and its subsequent repudiation) or to the various empires which have interfered in the Arab world over the centuries to explain Hussein's actions. But no amount of history can provide justification for one brutal dictator to choose the 1990's, and unprovoked aggression, to change the borders and demand solutions for complex problems. InJanuary 1991, the United Nations gave permission for a coalition of forces to restore the integrity of Kuwait's borders. Without question, the United States was the driving force behind the coalition and Saudi Arabia its actions. Critics will decry the ferocity of their attack and question the sincerity of their motives. Certainly there were aspects of realpolitik behind their involvement, but the following facts should not be forgotten: the United Nations Security Council ordered the Iraqi’s out of Kuwait and approved necessary actions, other Arab countries offered political and material support for the operations, Saddam proved over and over that he could not be trusted or tolerated. It was within the context of this international effort that Canada made her contribution. Canadians arejustifiably proud oftheir record as peacekeepers. To some, this record is held up as an inviolable example of our pacifist ideals. They forget that we have a longer and equally glorious record as warriors. Peace does not walk alone but, occasionally, must have a path cleared for it by War. Peace is the preferred option of reasonable, secure governments. Mr. Hussein chose not to be reasonable and to threaten the security of others. On 1 August 1990, Egyptian President Hosni Mubarak reported that the dispute between Iraq and Kuwait over oil production would not result in the use of force; on 2 August it did. Hussein claimed he was invited but on 4 August said he would withdraw. On the 21st, still entrenched, he assembled all westerners and declared they would be

“human shields.” (They were released after 6 December.) Given every opportunity and inducement to withdraw, Saddam showed no sign that he would heed mounting world opinion against him. Canada could not possibly condone the Iragi actions or tolerate the attitude of Hussein. But to offer condemnation without action is the way of cowards. In his announcement of “Operation Friction” (HMCS Athabaska, Terra Nova, and Protecteurto the Gulf), Prime Minister Brian Mulroney made it clear

that Canada had a duty to back up her ideals:

—

“We do not have the might and reach of some others. Canada is, however, capable of making a contribution to the containment of aggression and to the defence of the integrity of nations, as we have done effectively throughout our history.” It was to provide air cover for these ships that the 409 Squadron was dispatched in September, along with security

forces from the RCR’s and Van Doos. Tension continued to heighten through the Fall as Saddam remained defiant and political solutions seemed distant. In November, the United Nations Security Council gave 15 January 1991 as the deadline for Irag to leave Kuwait. As the hour of reckoning drew near, Canadians debated their role in the event of open hostilities. The Desert Cats had replaced the 409 in December and had been augmented to 24 aircraft. Many suggested that sanctions were one thing, but that war was a different matter. Apparently it was not clear to the peace-minded among us that using sanctions to influence a government's behaviour could not be seperated from using force to influence that recalcitrant government. On 17 January at 5:50 p.m. EST the Air Force of the coalition began a terrific pounding of strategic targets in Iraq. The days of diplomacy were ended and the exigency of a thousand historical incidents “let slip the dogs of war.” As you will witness in these pages, it was with a sense of anxiety not joy; with a sense of duty, not bloodthirstiness, that Canadian Forces personnel carried out the mission as outlined by their government. That they did so without suffering casualties is a fact of great relief to the Canadian public. On their behalf, welcome Home.

ak

CO: the 14th of September, the Prime Minister of Canada announced “Operation Scimitar.” The purpose of the Operation was to provide air cover for the two destroyers and the supply ship which had been sent to the Gulf in August (“Operation Friction’).

The size of the commitment began with eighteen CF-18 jets, 36 pilots and 255 ground crew. Two hundred support personnel were assigned to base maintenance and logistics, and a company from the Royal Canadian Regiment was assigned to security. When Command became aware of the level of intensity for flying operations, the number of pilots was reduced to 28 and ground crew to 235. Over a period of two weeks, various Arab countries were approached for a base location. Doha, Oatar, was finally chosen and construction on Canada Dry 1 and 2 began. (Interim accommodations were provided by the Gulf Hotel.) Inthe meantime, personnel in Baden, Germany, underwent training in preparation for deployment to a war zone. Subjects included Nuclear, Biological, Chemical Warfare (NBCW), Desert Survival, and Small Arms. The pilots were divided into sections consisting of one lead and three wingmen with experience levels spread equitably throughout. Coordination in the air was paramount since some pilots were from other squadrons (421, 439) in 4 Wing. Training missions included Air Combat Manoeuvring (ACM), Low Level Intercept (LLAI), and Air-to-Air Refuelling. On the ground, there were briefings on Iraqi aircraft, SAM systems, land, sea and air orders of battle, as well as Canadian weapons and tactics. Deployment of personnel and material started on October 4th, 1990. On the 6th of October, the first Hornets (CF-18) left Baden and escorted a tanker to Akrotiri, Cyprus. The following day, the flignt reached Doha and, on the 8th, Familiarization flights took place. The 9th of October saw the first Combat Air Patrols (CAP), and Canada’s mission was under way. Operational co-ordination was being undertaken at a number of levels to ensure that operational tasking and training missions were carried out

10

locally for Dissimilar Air Combat Training (DACT) with the United States Air Forces’ (USAF) F-16’s and Qatari Emirate Air Force (QEAF) F-1’s and Alpha jets. Canadian Liaison Officers at CENTAF in Riyadh ensured our presence in the daily tasking orders for all our missions. Much work was also done with the United States Navy in Bahrain to ensure the correct routings and procedures were followed while we provided air defence over the Gulf. Within a short time, the lines of communication were sorted out and the operations proceeded with increasing efficiency. Generally, we flew eighteen sorties a day; ten on CAP as well as eight training sorties in order to maintain our proficiency. The CAP’s were usually without tanker support although everyone was able to “tank by opportunity” with United States Marine Corps C1 30's, USAF KC-10’s or Royal Air Force VC-10’s. While most of the training missions were short ACM/DACT types, the CAP’s proved to be of longer duration and occurred over the Gulf. Though we were being sent to a war zone, the rotation plan was not in place at the time of deployment and no-one knew when they were going to get back home. When the rotation schedule was finalized, the ground crew were the first to be replaced in early to mid-November. The last personnel from 409 Squadron left Doha on the 21st of December, 1990. Among our achievements, we include the establishment of a main operating base, the deployment of eighteen CF-18's with required personnel and equipment, 1110 sorties flown without a flight safety incident, and no casualties incurred. The Desert Cats Story would not be complete without acknowledging the accomplishments made by 409 Nighthawk Squadron and the support units that served with them. They established the extremely strong foundation without which the operation's success would have been in jeopardy. The multitude of obstacles they overcame, their individual and group achievements, and their overall contributions were remarkable. The Desert Cats thank you!

Desert Cats Pre-War

14

A Day

in the

Life

After arriving in Qatar each of us were very quickly hard at work performing our assigned tasks. All the CATGME support units were refining the groundwork required to ensure a smooth and efficient support operation. The pilots began an intensive ground and flying training program while maintaining their Combat Air Patrol (CAP) commitments over the Gulf. And, the groundcrew worked hard to keep the aircraft serviceable and flying. Constant activity continued day and night. Sgt. Hugh Nickel, Maintenance Servicing Supervisor describes a typical twelve hour shift during the pre-war days... The evening silence is interrupted by the beeping of the alarm; its 2330 hrs. Wiping the sleep from tired eyes, regretting leaving a warm bed, the day starts as others before it. Itis Cool out and! dress warmly: at-shirt, combat shirt and sweater. The cold still seems to find a way through (must be the humidity). We start work on the flight line. It is dark; the only light comes from the portables with their constant hum filling the night air. The flight line becomes a beehive of activity as the guys get the jets ready for the first launch. We get everything done about 15 minutes before the first three pilots arrive, enough time for a quick coffee. Always a lot of humour being flung around and you can hear laughter all over. Soon enough it will stop as the day’s activities peak. All of a sudden the unmistakable sound of turbine engines fill the air, muting the sound of the light generators which now are remembered as being quiet by comparison. Three sets of flashing lights appear signalling power on and the generators up. Acrackle over the radio informs the SOC (Squadron Operations Centre). The guys with intense, professional efficiency do their checks as they've done thousands of times. The pilot indicates he is ready and the nose chock is removed. As two of the jets taxi, the third remains as back up. | call the SOC to update. My thoughts wander to the pilot in the backup as he sits and waits. He will start three times and chances are he'll never leave his position, but everyone realizes the necessity. A thunderous roar is heard as the two CF-18’s throttle up and back in their afterburners. The noise vibrates the windows of my line truck. Inthe morning darkness you can see the flames from the tails of the A/C (aircraft). As the wheels find their resting place, a smile crosses my face as it does every time on the first launch. Doha has received its morning wake up call. It is 4:00 a.m.

From this point on the noise won't leave. Half an hour after the first launch, two more pilots arrive. The back up pilot receives new orders in case he is required. The process is repeated. Two more pilots are launched. Suddenly, without anyone noticing, it has become light out. | travel down the flight line, shutting down the light generators. Two more pilots show up and again the process repeats itself. The backup pilot is still waiting for the call that may never come. By now the first two jets launched can be seen overhead. Every one looks up to see if everything it left with is still hanging. A feeling of relief is felt wnen we see it’s all in place. The crew rush out to park the returning aircraft. Fuel tenders can be seen waiting to be called. By now the radio waves are filled with voice traffic and | have to wait my turn to contact the SOC and let them know our activity. It's 6:00 a.m. The day quickly heats up and people are shedding layers of clothing. Two more A/C launched, a third is running. Two more A/C on ‘final’. The process is repeated again. To the untrained eye it looks like chaos and perhaps it is, but we like to believe it is controlled chaos. A glitch appears on an A/C and “snags” (repair personnel) respond with an efficiency that ensures no operations are effected. A replacement A/C is towed in place and it requires loading. Quickly there is AWST (Air Weapons System Technicians) everywhere. You almost believed they can move it themSelves. Alternate plans are quickly made to the A/C scheduled by the SOC and no flights are lost. As the sun continues to rise people start to perspire and seek shade and the coolness of the nearest air conditioner. As quickly as it began, the 12 hour shift reaches its end. The crew greets their replacement and pick up their kitand head back to camp for awarm meal and the smiling faces of the cooks. The sense of accomplishment in utilizing our training can be felt from everyone. | personally feel grateful and full of pride to work with these highly trained professionals; thankful for all the effort. Thanks may not be passed on enough butit is no less felt. Sleep, a shower and a quick letter home and the day is repeated. Just another Doha day. H.Nickel, Sgt. Supervisor

15

or many years, Canadian Fighter Squadrons have concentrated training on countering the Soviet threat. Until August 1990, the concept of Canada being involved in anything other than an East/West conflict seemed highly unlikely. However, in the early fall of 1991, training emphasis was refocussed on the Iraqi threat in the Middle East. The initial preparation began at their home bases in CFB Baden-Soellingen, Germany, CFB Cold Lake, Alberta, Canada and continued after the two Squadrons became the Desert Cats in Oatar. The intensive training program included many hours of groundschool, covering the following topics: Desert Survival and Equipment, Search and Rescue Procedures, Nuclear, Chemical, Biological Warfare (NBCW), Hot Weather Operations, Iraqi Aircraft Recognition and Capabilities, Threat SAM/ AAA Systems and Associated Defensive Reactions, The Laws of War and the Geneva Convention, Basic Fighter Manoeuvres (BFM), AirCombat Manoeuvring (ACM), CF-18 CAP, Sweep and Escort Tactics, and Air

to Ground Tactics. The Desert Cats put this theory into practise through many flying training missions. The sorties involved air to air combat against the numerous Multi-National fighter assets deployed to Qatar, Bahrain and Saudi Arabia. These included French and Oatari Mirage F-1‘s, Qatari Alpha jets, American F-16’s and F-15’s Saudi F-15’s, and British Tornado’s. In general, the training and tactics required to fight in the Gulf war were no different from those already established. Therefore the pilots and ground crew were prepared as soon as they set foot in the Persian Gulf. Nevertheless, this pre-war training was a bonus that allowed the Desert Cats to refine and adapt their procedures and techniques to a specific threat and environment. It was necessary to schedule all this training around the Air Tasking Order (ATO). The ATO came from central command in Rhyad and assigned many two-ships (2X CF-18’s) to carry out Combat Air Patrol missions for up to 24 hours a day.

Ra

ait

My 17

First

December

Gulf 90

(Peacetime)}

he seven hours of sleep was much needed. However, starting your day at 02:00 in the morning really does a job on your internal timeclock. After a quick Cornflakes, toast and three coffees | was more than ready for my first real-time operational mission in the Persian Gulf. Take-off time was 03:25. We spent the hour prior to launch getting the latest intelligence, brief-

ing the “what-ifs”, signing out our pistols, warbook (which included threat locations, routes/points of missile engagement zone, friendly forces, etc) and getting dressed in our flight gear. The latter now includes among the usual survival equipment: sandstorm goggles, shark repellent, and bottles/bags of water in every available pocket. It was a 10 minute drive to the alert area where ten CF-18’s sit anxiously poised for action. It was an awesome sight. All ten Hornets, illuminated by portable floodlights sharply stood out of a pitchblack background ominously displaying their maximum load of air-to-air missiles. Approaching my jet for the pre-flignt check reminded me of the same scene in Top Gun. One by one, selecting the missile arm switch to “ARM”, the adrenalin surged through my body like the water in a creek during a spring flood. In over 1300 hours of flying jets, I've never flown with armed missiles. ..I've never had a need to. With the preflight check done, | strapped in, cranked the engines and within seconds the quiescent desert atmosphere was filled with the roar of GE 404’s. The generators illuminated my cockpit instruments. | was once again reminded of the extreme lethality |had at my fingertips as the weapon stores display indicated my weapons load. We checked in, all systems go, taxied the short distance to the runway and took-off with full afterburner. As this was my first mission in the Gulf, |was the wingman. It felt great as the burners pushed me down the runway to follow the 20 foot blue flame of my lead as we transitioned from the ground into the dark unfamiliar skies of the Persian Gulf. After about 30 minutes of transit straight North, we established the CAP altitude, airspeed and formation. Above us were thousands of stars, below

18

Mission

the dark waters of the Gulf with dimly lit flames from numerous oil rigs, and, in front — the bright lights of occupied Kuwait City. It was aphenomenon quite difficult to come to terms with - seeing so much of this area, country and city on the news for over four months and there it was directly in front of my eyes. The actual mission was relatively uneventful. There was only the occasional radar contact on US Marine fighters and tankers performing the same task we were - Air Defense for the allied ships in the Gulf. After an hour of surveillance and patrol had Passed we were relieved by two other CF-18’s. This procedure continued for an 8 hour liability period. When we turned back south to return to base, the half hour of transit ‘home’ allowed us to watch one of the most astonishing sunrises I've seen. The suns slow ascent from below the horizon gave the sharp silhouette of the Iranian mountains a bright gold outline. It was as if a flexible neon light was placed on top to follow the rugged contours of the crests and troughs. Once we reached the Qatar peninsula, we pushed the throttles up, rolled inverted and dove for the sand. The last bit of the flight was at low level over the desert searching for, among other unusual sights, camels. But all we saw was an occasional white Bedouin tent in the middle of nowhere - and | thought Cold Lake was isolated! We landed, shut-down, discussed with intelligence everything we saw, rather-didn't see and called it a day at 08:00. So, although little action occurred throughout, my first operational mission will be etched in my memory forever.

Desert

Cats

21

After training for decades to face the Soviet/ Warsaw Pact threat, the Canadian forces were called upon to face a completely new and unanticipated threat: Iraq. Saddam Hussein's army and air force seemed to represent a formidable opponent after acquiring high tech equipment. They also had eight years of recent combat experience. Canadians, as part of the Multinational Coalition Forces (MCF), had to anticipate the intentions and actions of this very unpredictable Iraqi leader. In Doha itself, the Iraqi threat to the Canadians was composed ofthree primary elements: air attack, surface to surface missile attack and, least known yet potentially the most lethal, possible terrorist attack. In theory, the Iraqi Air Force posed a credible threat. The unpredicted presence of many sophisticated fighters under MCF control provided an insurmountable barrier against an Iraqi air strike on the Canadian Air Task Group Middle East (CATGME). When the impressive umbrella of the Patriot Air Defence System was included, the possibility of a Iraqi Air Strike against CATGME became virtually nonexistent. The next threat to consider was definitely the most tangible. This was Iraq’s use of ballistic missiles against Doha Air Base. Although we were out of

range of Iraqi Scud Missiles themselves, Iraq had modified and produced longer range Al Hussein and Al Abbas missiles. These missiles had smaller payloads and less accuracy than the Scud missile. However, Canadians had to prepare for any possibility. Furthermore, the Iraqi use of chemical weapons and extensive research of biological weapons posed a considerable problem. If this unconventional capability was incorporated with the Al Hussein/A1 Abbas missiles, the danger to Canadians in Doha was potentially horrific. Our preparations and actions to deal with an Iraqi missile attack are well known and not so fondly remembered. Many a deep sleep was interrupted by unwelcome alerts to don protective clothing and pass the time in our protective concrete bomb shelters. The final and most unpredictable threat was the possibility of a terrorist attack against Canadians in Qatar. The PLO was known to have support in the local Palestinian population. When war broke out, the threat of PLO action against western targets became increasingly real. Other Iraqi sympathizers existed but like the PLO, their numbers, training and intent were all difficult to ascertain. The result was an extremely detailed and well planned security system to address a wide range of terrorist threats.

Regardless of the extent ofplanning and analysis acei in peacetime, one could never quite cover all the multitude of contingencies. Attempting to anticipate every threat to Doha was a great challenge, but through the professionalism and teamwork of all involved, we succeeded in ensuring the Uva of all Canadians in the Gulf.

ibi Mi

Air Defence \ iow, Red)

that atta

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Pavel pe

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Loy Gh

The the

War

Day Started

From the daily journal of a Desert Cat Cpl Kolotylo, Nicholas J. (Comm Radar Systems Technician) Deep emotions were felt throughout the war but were probably most tense during the first few days. Acommunications and radar systems technician, Corporal Nicholas Kolotylo captured these emotions in his daily journal... 16 January 1991 Well it is actually just after midnight so it is the 17th but I'm writing about yesterday. Just 5 minutes ago we had to take a PB tablet for immunization against some chemical weapons. Pretty scary stuff. War is very imminent now. | think it is a matter of hours or a couple of days. | am actually trying to keep everyone laughing but things are kind of strained. To think that sometime tonight we'll be wearing our masks and poopy suits. Well Ben wants to turn the lights out but there is a few of us writing furiously. But tomorrow we'll know for sure. Love everyone.

17 January 1991 Itis now 0230 and we have just been awakened with the P.A. “attention in the Area - adopt the TOPP MEDIUM STATE”. So now we are all wearing our poopy suits and lying in bed, trying to keep up our humour. Some guys taking last minute photos. | myself will try to sleep until the next P.A. announcement. Nite, Nite -Compassion for my fellow man still persists even though somewhere thousands of people are going to die.

0305 — | am now writing this with rubber gloves and wearing gas mask with full NBC ensemble. Somewhere in the Arabian Gulf the war has started. All my hopes for peace are dashed. Hard to write with these gloves. “All clear - All clear”, just now. So maybe somewhere someone got excited and nothing has happened yet. A lot of relieved people in the room. Right now we are back at TOPP MEDIUM and waiting. Everyone is trying to keep a stiff upper lip but everyone is very scared inside, |know lam. The pilots must be really freaked out. The time has come to test our meddle and | think that we can withstand the test. Now some shut-eye. | think over the next few days we will need all the sleep we can get. Well it is official: The allies air force attacked Iraq

26

at 0100 and they are now bombing as we speak. The British Radio Network and other AM radio stations are broadcasting all sorts of war news. | guess Baghdad has been bombed and there has been very heavy Anti-Aircraft fire. |wonder how our boys in the ships are doing. | wonder if our jets are up there defending as |write. |am totally in awe and dumb struck at our situation. To comprehend a war, a total war in this day and age is (and now was) inconceivable. Now history is being made and the folly of human nature is laid bare again. The greed

of one man has caused human suffering yet again. The outcome and ending, | hope will be quick. | wonder what my Mom and Dad are thinking about right now. | bet they're pretty worried. So am |. | wonder if this will make Marti wish she had written more letters. My family has no idea how much | love and miss them right now. “Air Attack - Air Attack”, siren just on again back in our suits. Willy constantly making jokes he will also be my friend for life. 0350 is the last siren. The siren has been going on for quite awhile now. Doesn't look like we will get much sleep tonight. “All clear -All clear back down to TOPP MEDIUM". News from Baghdad sounds like it has been hit pretty hard. Everyone is joking nervously about being a veteran but a lot wish they weren't here but

elsewhere.

Although | am not at the front, | have

now experienced war and | will never be the same, in my mind about war. “Alert, alert”, siren #3. | guess Iraq is getting a few missiles, so we are keeping on our toes. | was outside before the last siren and quite a few people there listening to the radio. Ina couple of hours |am going to borrow a phone card from Pat and call home for a few seconds. Right now in our suits everyone is very still and quiet listening to Pat Usherwood give a play by play war news update. From the runway side we can hear an awful lot of jets taking off. The war has been going on now for 3 hours, British Radio describing types of bombs being used by Tornadoes. More planes taking off in the distance. “All clear - All clear” 0430 and the President of the United States has just finished his speech and he really laid down the law. The awesome destructive power of the United States Air Force has come to bear on Iraq and no quarter will be given. He said this will not be another Vietnam and we will win because that is what we are here for. The support for the ground troops will be unlimited and total. The ground troops will not have to fight with one hand behind their backs like last time. It is 0530 now, time for a snooze if | can. It is now 0820 and the news says the bombing is still continuing. We had a quick Alert sometime but the All clear came before we were fully dressed. All night spent in the suit. We are in TOPP LOW right now. I guess there was 4 or 5 missiles fired toward us last night but they never made it here for whatever reason. Very reassuring. | phoned home and talked to Dad and he was very relieved to hear that | was okay. It was about 1500 or 1600 back in BC so people were pretty shocked. We were expecting it and it still came as a surprise.

Forever in my mind will be etched, the scene in our room: everyone in full suit with gas masks joking around and taking pictures. Pat was wandering around the room with his video camera. It seemed that as soon as we settled down and the lights were turned off, the air raid siren would howl on. | expect this will continue for more than a few days. | think the war is far from over...

27

Air

Combat he Desert Cats primary mission throughout both Desert Shield and Desert Storm was combat air patrol (CAP) over the Persian Gulf. The CF18’s were placed between the allied ships in the Gulf and the area of anticipated threat - the shores of Kuwait and Iraq. On numerous occasions however, the Canadian Hornets performed the same task over Saudi Arabia putting themselves between the threat and the coalition ground and air forces. The CF-18’s departed Doha, Qatar and flew approximately half an hour North to North West to their CAP points. Once established on CAP, the twoship would fly racetrack patterns at high altitude and direct their radars towards the threat to search for unidentified contacts. Over the Gulf, radar control was provided by a British or U.S. Navy cruiser and while over land, by US or Saudi AWACS. These controllers would monitor all aircraft within a specified area and would commit the CF-18's to intercept any aircraft not determined as friendly. Although the Hornets were committed on many “unknowns”, there were no engagements with hostile Iraqi fighters. Despite the enemy's lack of desire to penetrate our defences, the CAP mission was still very challenging. There were continuous multi-ship packages ingressing and egressing through the CAP in all conditions - day, night or in-cloud. As the liability time to remain on CAP varied from

1 to 4 hours, air to air refuelling was required. Often, this became the most demanding portion of the mission as many fighters would be rejoining on a tanker simultaneously. Collision potential was high - especially in cloud. In addition to the primary mission of air defense while on CAP, the CF-18’s were tasked with identifying surface ships, search and rescue operations, providing protection for downed pilot recovery, and attacking an Iraqi missile boat. Since the war began, every CAP mission allowed the pilot to closely observe the devastating effects of our allied bombing raid - visions never to be forgotten.

ae

28

Patrol

I can hear what sounds like the air raid siren. Not again! | look up and thisis confirmed by the r. ipidly — shrinking size of my start crew as they run across the tarmac for the shelter wearing their gas masks. “String” and | quickly taxi for the runway. He

a

a

i

pil

ai (1,

HS on) a

Attacking the Iraqi patrol

One of the more notable incidents throughout the Desert Cat Deployment was when “Hornet 13” flight was tasked to attack an Iraqi patrol boat. The following summarizes the event. 1. Date: 30Jan 91, approx 2:00 am 2. Pilots: Capt Steve “Hillbilly” Hill Maj Dave “DW” Kendall 3. The Threat: An Iraqi Patrol Boat designated the TNC-45. It is 145 feet in length and carries the EXOCET anti-ship missile as well as anti-aircraft guns. 4. Debrief The mission was a night W4 CAP of 2 hrs. The WX was clear with no restriction to us and a full moon. Sea state was “light”. After approx 1.5 hrs on station Papa Bravo (the ship controlling us) asked, “would you like to strafe a boat?” The reply was, “are they defending themselves/is there any AAA?”. PBreplied that anA-6 had put two Laser Guided Bombs into an OSA and a dumb bomb onto another vessel. These two were in flames and disabled. The A-6 was “winchester” (out of weapons) and there was a “spitter” (a single target TNC-45) running north that they wanted hit so that an enroute A-6 could finish him off. PB reported that the A-6 had not received or seen any AAA. As we approached the boat (17 miles) we were informed that a VID (visual identification) was now required prior to being cleared to fire. The vessel was approximately 20 miles south of the Tigris Euphrates delta and approx 30 miles NE of Piranha heading NNW at 30kts plus. The contact was initially required in Radar SEA mode, however the visual was made possible by the large wake in the

boat

moonlight. First pass over at 10000 ft provided no ID. On the second pass, flares were dropped over the target to assist in VID. “ID unknown but military and evading.” Bear (E-2C), anAirborne radar aircraft monitoring the intercepts replied “cleared to fire” since there were no friendlies in the area. No AAA/ RWR indications were noted. Both CF-18’s strafed the boat until winchester with observed hits. One subsequent pass per aircraft was made to attempt an AIM-9 shot with no success. The boats heat signature was insufficient for missile guidance. My wingman attempted a radar lock in air-air mode with no success. Lead did the same and received a full system lock. An AIM 7 was launched which impacted the water approx 50 feet to the right of the boat. The flight hit Bingo fuel so the engagement was terminated. The boat was last seen at high speed “jinking”. After further investigation of the incident, it was determined that the TNC-45 was one of four Iraqi surface vessels. The A-6’s had engaged three of the four until all ordnance was expended. To fill the gap in armed surface reconnaissance, it was requested that CAP aircraft be used to search for the fourth combatant. Hornet 13 flight was then vectored to engage. Shortly after the CF-18’s had expended their rounds of 20mm, the patrol boat was again attacked by US bombers. As such, a seaworthiness kill was awarded to the US bombers with assists to Hornet 13.

See : SS seOneseenonisao>n econo cement

SS =

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paaspeoneicn= ss a macnn eanesncanasiccnentnenneenee Seti

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below, pilots Maj Kendall and Capt Hill in front of the CF-18 used to take out the Iraq patrol boat. Refinishers painted the “kill” on the side of the Hornet; inset, debriefing the incident with the commanding Officer.

“eect HENS,

Se

Gee

ere

MiGs MigSweep On 24 January 91, the Desert Cats began flying

include other lateral support assets such as a F-4G Wild Weaselsto suppress enemy surface to air missile

offensive air combat missions into Iraq and Kuwait.

systems and EF-111 or EA-6B radar jamming platforms to render enemy search and tracking radars ineffective. . On the sweep mission four CF-18’s departed Oatar and met an air refuelling tanker located just short of the border. As fuel was extremely critical during these missions the refuelling process had to be coordinated so that all four Hornets were topped up prior to their “push” time. Timing was equally important as the CF-18’s had to be at the exact location above a preplanned fuel weight at a specific time. All other aircraft in the package would likewise have a predetermined time reference point (TRP). In this way the coordinated attack would commence. As with the CAP, the CF-18’s would fly between enemy air threat (eg Iraq airfield) and the bombers. The Desert Cats did not engage any Iraqi aircraft while on these sweep missions as there was never the need to. The enemy never came out to play.

These took the form of MIGSWEEPS and strike escorts. The basic objective of a MIGSWEEP is to clear or “sweep” a section of airspace of enemy fighters to allow a bombing strike package to arrive at, and depart from, a designated target unscathed. In addition to the sweep aircraft, a package may

SAUDI

(LARnia,

©

36

WEEP

TARGET

STRIKE

ESCORT

he second type of offensive air combat mission the Desert Cats flew was the Strike Escort. The objective of the strike escort is similar to that of the Migsweep to keep enemy fighters away from the strike package. The difference is that the CF-18’s would typically fly 10 to 20 miles in front of the bombers and follow the same routing. On the egress from the target, the four Hornets would usually take up a position in the rear to cover the Strikers six O'clock position. When flying into hostile territory there are always surface to air missiles and anti-aircraft artillery to contend with. The best way to defeat these systems is to avoid their lethal radius of fire by flying a route beyond this range as shown above. Navigation, timing and fuel considerations are similar to those required for the Migsweep. The CF1 8’s four ship formations, altitudes, and tactics were also the same in both. They would often fly in a box type formation and attempt to bracket the enemy fighters by having the lead pair offset to one side of the threat and the rear pair offset to the other side.

The lead pair would typically make the identification by type and nationality and if declared hostile, the rear pair would engage. The majority of sweep and escort missions were flown with US Air force F-16’s based in Doha OCatar, and British Tornado and Buccaneer fighter-bombers out of Dhahran, Saudi Arabia. Again, the enemy never came up to fight.

£i7/

“Smolke

im

the

Air’

7 m just glad to be here” reported “Stiff” (Maj Bill Ryan) cheerfully as he bounced into our planning room. His response to any traditional greeting was by now predictable, but never failed to make me laugh. This morning, each one of us, Was especially glad to be at work as the mission we were planning would be our first over enemy territory. We would escort a package of USAF F-1 6s from the 401st TFW with whom we shared the air field. As we sat paying careful attention to the words and hand gestures of our section lead, Maj Russ Cooper (or “Coop” as he is most often known}, it occurred to me that all of this seemed no different than any training mission previously flown. All the numbers, symbols and coloured lines on the map to which “Coop” was referring, were familiar to each of us. Perhaps my difficulty falling asleep the previous night was the most significant difference. Another

Maj =e Ryan disc sectidn just after landin

38

difference

would

not be fully realized

until we

crossed the border into occupied Kuwait. None of these things were in my mind while airborne over enemy territory. “Stiff’’s voice broke the silence. “Smoke in the air right five low”, he snapped with convincing urgency in his tone. The two smoke trails to which he had been referring, arced up toward us but fell far short of their targets. Its funny how my heart rate never increased like that in training when someone called a threat. Oh well, only a few heart beats wasted. Clear skies allowed us to watch the F-16s deliver bombs on target and see a few bursts of AAA being fired. Thankfully we were well out of their lethal range. Two and a half hours after take off, we were walking back to Ops from the jets, the mission complete and successful and “Stiff” still just glad to be here:

Air

to

Ground

n 24 February 1991, the Canadian government gave the authorization for the Desert Cats to commence air to ground strike missions.

This coincided with the start of the ground

war. Up until this point, the Squadron had been doing strictly the air to air role as described above. However, after a few air to ground training missions and outstanding logistical support, the Desert Cats were ready to demonstrate the truly multi-role capability of the CF-18 and its pilots. The air to ground missions were typically flown in four, eight or twelve ship packages. They required no dedicated air escort as weapon configuration included both radar guided and heat-seeking air to air missiles. After the long transit to the air-refuelling track, the CF-18’s topped-up with fuel and flew north to the Iraq or Kuwait border. Prior to crossing the border, they received the latest situation update on the pre-planned target area. Often, this target had already been overrun by coalition ground forces, resulting in reassignment to another target further into enemy territory. After the target was designated by the CF-18’s navigation and radar systems, the ordnance was released and the aircraft would return to Doha.

ne we OF nnn JEL Lee 2

a

The overall mission profiles were very similar to the sweep missions with the exception that weapons were released over the target. The bombs were “pickled” either in a 45 degree dive or, where cloud cover obscured the target, in level flight. The targets assigned to be destroyed were usually troop convoys, artillery pieces or tanks. This new role gave both the Desert Cat pilots and ground crew a great sense of satisfaction and accomplishment. There was now no doubt in anyone's mind that Canada had made a significant contribution to the success of the Gulf War.

& Sos ep saiteamenae

sion today would be very different than er to date, since today: we would be going directly into the surface to air missile (SAM) threat at until now we had so carefully avoided. Today's

mission would be STRIKE!

__

The target we were tasked to bomb was an Iraqi

_artillery position deep inside Kuwait.

We had dis-

had received ne free

morning. Init, she told me that she was scared, but that she believed in me. | knew | wouldn't let her down. As | approached my CF-18 and greeted: the groundcrew who had so diligently prepared her, | noticed the ominous look of the eight “SOO pounders” that broke her sleek lines in addition to the four air to air missiles that fit neatly into place. She was ready for what ! would soon ask of her, and today, like every other day, that would be everything she was Capable of giving. Hornet 01 Flight taxied out to position for takeoff, “Lodgepole” leading, “Bambo” as number two, “Rigs” as number three and myself, “Smak” as number four. | watched as one by one they lit their afterburners (A/B) and broke away from the earth's pull into the hot desert air. As | selected full A/B and accelerated down the runway | noticed immediately that my machine didn’t leap into the air with her usual enthusiasm. It was as ifsomeone had replaced my “Ferrari” with my Dad's “Buick”. Although we had pre-briefed it, the realization struck home that if bounced by enemy MIGs, the heavy bombs would be the first thing to go. After about 45 minutes, flying above what appeared to be a blinding sandstorm that seemed to cover most of Saudi Arabia, we rendezvoused with the tanker. Today it was our own Boeing 707, “Husky”. It was comforting to see at least one familiar sight, and we topped off our tanks from Husky’s two wing hoses. As we departed the tanker

42

track and turned toward hostile territory we heard a call of “good hunting boys” from the tanker commander. We hoped there would be. We selected full military power and began a power climb to altitude, always ensuring that we had enough airspeed to defend against any SAM that might leap up to greet us. As we approached the Kuwait border, there was an overcast layer topped at about 20,000 feet so we knew we would have to bomb through cloud. The CF-18 and her onboard systems are more than capable of this task. We pressed with the planned route, armed our weapons and contacted the Airborne Command and Control Center (ABCCC) at the designated point. ABCCC gave us a Fire Support Coordination Line (FSCL) update and it was immediately apparent that the FSCL had advanced dramatically and was now in close proximity to our assigned target. ABCCC advised us to “standby”. The thought of having to drag all this ordnance all the way home raced through my mind. | wanted desperately to contribute directly to the land campaign that was going so well. After several long minutes ABCCC contacted us again ... “Hornet 01 flight you are cleared to contact Rebel on TAD 25 for target information.” Lodgepole switched us over to the appropriate frequency and checked us in ... “Hornet 01 flight check left ... two... three... four. “Rebel”, a Forward Air Controller (FAC) gave us a target about 90 nautical miles (nm) deeper than we had planned. We crunched out the fuel required and Lodgepole

decided we could make it. The reply came back: “Roger, Hornet 01 this is Rebel, your target is armoured vehicles assembling and moving north” in support of the Iraqi defense. | programmed the new target data into my Intertial Navigation System (INS) and it seemed to take only a brief minute to get there. About 30 nm back from the target, we took turns going “heads down” and selecting our radar to the air to ground mode to designate the target. When Rigs called “heads up” it was my turn to switch from an air to air display looking for enemy fighters to an air to ground display looking for the ground targets with my radar. | couldn't believe my eyes! | immediately broke out a column of vehicles about 6 km long and expanded the radar picture to take a closer look. As | centered my target acquisition cursor over the most heavily concentrated area, | could find my heart was pounding in my chest. This was for real! Because of the cloud, a dive delivery would not be required so | followed the INS steering cues to the target, designated from the radar picture. The system told me where to place my aircraft in the sky and when to deliver my weapons. All the while] was checking Rigs’ “Six” for possible SAMs since we were deep in enemy territory and they had been locking us all the way in. | saw the bombs come off Rigs’ jet and immediately looked for the release cue in my Heads Up Display and there it was. I've never felt so focused in all my life. |enabled the pickle button to allow the

system to release the bombs at the pre-computed point. The aircraft shook violently as the heavy load fellaway. | quickly dipped my wing and saw all eight

bombs swiftly gliding through the air like a school of piranhas searching for their prey. We climbed even higher now, no longer burdened by the heavy bombs, to further decrease the chance of being struck by enemy Anti-Aircraft Artillery (AAA), and turned for home. The flight back to Doha was routine, and | felt very relieved that all had gone well. That evening, | sat Outside my trailer under the desert sky, and smoked a Cuban cigar that | had been given for just such an evening. | felt content that our contribution would surely be appreciated by our troops on the ground and that my aircraft had performed so well. Capt Gerry “Smak” MacKinnon

43

Cpl Marcel problem.

and

Sgt N ickel

discuss

techn Ica

PARAS SE OE

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“Cuff's” accepts his jet.

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Huskies in the Gulf

Throughout the Gulf War, air to air refuelling was an essential part of the overall operation. Due to the distances involved and the relatively low fuel capacity of a fighter, every mission involved air refuelling. Just short of the border one could witness the impressive coordination and discipline of aircrews as up to five tankers flying in aracetrack pattern each refuelled 8 ship packages. This continued from the Gulf to NW Saudi Arabia day or night, low and high altitude, and in clear air or cloud. Canadian CF-18’'s refuelled from tankers such as British Viktors, KC-10s, and Tristars, and US KC-135, KC-130, KC-10, and S-3 Viking. 437 Squadron arrived in Doha on 8 January 91 as part of the rotational schedule of. CF-18’s in and out of Oatar. As part of this rotation we were scheduled to spend seven days in Canada Dry 2one day of in-briefings and six days of CAP operations in the Persian Gulf to familiarize us with Multinational Force procedures. We spent the 9th of January 91 being trained in NBCD procedures, clearing in with our PLCC cards for our attached posting (Surprise Number One) and received 600 Riyals as pay for our two week stay (Surprise Number Two). As we were only here for a short time (?) we were billeted four to aroom. With

the top bunks being extremely high, numerous bruises and scrapes occurred to arms and heads. CAP operation began in earnest on 10 January 91. On the first day, we fuelled CF-1 8's, USMC F/A18’s and an EA-6B (inadvertently). As this was the first opportunity for CF refuellers to air refuel non-CF resources, it was stimulating. EMCON (no radio) procedures were the rule for refuelling in the Persian Gulf and if fighters do not follow the red light and plug anyway, it is too late to do anything other than cut off their fuel. Such was the method used by the EA-6B and employed by the tanker crew. This date also saw 437 Squadron resources in the Persian Gulf being transferred to CATGME indefinitely. As aresult of this transfer, a third crew and nine more technicians were requested to ensure a 24/7 capability. An overnight stay on 12 January 91 in Akrotiri was the highlight of the week for one crew. The reason was abundantly clear - beer!!! Doha being dry, Akrotiri became a sought after RON. 13 January saw an additional 6 CF-18's refuelled enroute from Akrotiri to Doha. 14-16 January was spent providing CAP operation over both the Persian Gulf and Saudi Arabia. Meanwhile, the third AAR crew arrived in Doha on 15 January and underwent NBCD training and inprocessing on 16 January.

47

91,WARIICaptRayMcNallyand 17January crew were airborne when the war ‘began. They were able to see the Tomahawk Cruise missiles being fired from the ships. ‘They also provided

valuable assistance to 2 F-14’s who had become

_dangerously low on fuel, thus becoming the _ first CF crew to refuel the F14.. Ona lighter side,

— span, we flew over 200 hours and passed over =2, 000,000 pounds of gas. Quite an awesome accomplishment for one aircraft, especially one over20years old, to achieve. Easily adapting to

oer sis “Versatile and sata we ses the

gas, will travel”, making house calls to needy fighters in their CAP locations. After thirteen days of daily CAP with 3 CAPS per day, I’m sure the aircraft knew the way. On the night of 29 January, early morning 30 January, CF-18's fired their first shots of the war on an Iraqi TNC-45. As with all great partnerships, the Huskies were there. Maj Bob Prystai and crew provided gas before, monitored the attack frequency and headed north to intercept the returning CF-18’s to provide a further top-off of fuel to ensure their safe return home. If they received an assist on the sinking, in hockey parlance, we must have assisted by providing the puck so they could get a shot on net. I'm sad to say, but after thirteen intense days of flying, the old girl just couldn't keep on going. A hydraulic problem grounded the tanker until parts could be received from Trenton, along with an MRP Crew (Mobile Repair Party). February arrived and we had the CB (Confined to Base) restriction lifted. Shopping became a necessary diversion to inactivity. You can only watch so many hours of CNN per day before the drivel begins to get to you, and there are only so many books of interest to read. | think everyone was growing a mattress on their backs from intense reading sessions. Gold, luggage, watches and haircuts (I've never seen so many near brushcuts in the last decade. The base CWO would have been amazed to see our new sqn standard become the rage). There were more World-Time Casios bought than you can imagine. There were also some extreme difficulties involved in programming them (typical of the phrase “some

50

assembly required”). Capt Russ Wright decided to plant a garden. Two geraniums and a watermelon now adorn the front garden of Cell (I’m sorry, Barracks) 53C. The flowers are not doing very well but the watermelon plant is thriving. The only problem is that Russ has been threatened with being left in Doha until harvest time. We're not sure on how long the adverse elements (his foot) will allow the plant to grow. Carpentry and electrical work soon took on a more meaningful role as we settled in for along stay. Lawn chairs, decks, cupboards and shelving soon began appearing in all the rooms, along with reading lights over the beds and patio lights outside for nighttime chit-chats. Capt Simon Round took this period of inactivity to initiate a group of Huskies into the art of weightlifting. After an initial surge of enthusiasm, sore muscles and minor injuries resulted in the groups demise to less than a handful. Sweep/escort and air to ground missions have become the main impetus of the Canadians, and the Huskies are providing the CF-18’s with much needed assistance. February is slowly drawing to a close, and the rotation out of the Desert Cats has begun along with the first AAR crew rotation. Capt Grant and crew arrived to replace Capt McAnally and crew. As a result of unserviceabilities, they became volleyball and shopping experts, and non-flyers.

Our association with the Desert Cats has been cordial and fun filled. Where else can a Husky go trolling (with hose) for a Cat, and catch one? Only over the Persian Gulf, of course!

51

Wings Cantilever mid-wing monoplane. Multi-spar structure primarily of light alloy, with graphite/ epoxy inter-sparskin panels and trailing-edge flaps. Full span leading edge manoeuvring flaps. Leadingand trailing-edge flaps are computer programmed to deflect for optimum lift and drag in both manoeuvring and cruise conditions and ailerons and flaps are also deflected differentially for roll. Light alloy wingroot leading-edge extensions (LEX) permit flight at angles of attack exceeding 60°. Wings fold upward at the inboard end of each aileron. Fuselage Semi-monocoque basic structure, primarily of light alloy, with graphite/epoxy used for access doors/panels. Titanium firewall between engines. Airbrake in upper surface of fuselage between tail fins. Pressurised cockpit section of fail-safe construction.

THE CF-18 HORNET 54

Landing

Gear.

Retractable tricycle type, with twin-wheel nose and single-wheel main units. Nose unit towbar for catapult launch. Arrester hook, for carrier and emergency landings, under rear fuselage. Power Plant Two General Electric F404-GE-400 low bypass turbofans, each producing approximately 16,000 Ib thrust in afterburner. Self-sealing fuel tanks and fuel lines; foam in wing tanks and fuselage voids. Internal fuel capacity approximately 6,435 litres {1,700 US gallons; 1,415 Imp gallons). Provisions for up to three 1,250 litre (330 US gallon; 275 Imp gallon) external tanks. Flight refuelling probe retracts into upper starboard side of nose. Accommodation Pilot only, on Martin-Baker SJU-5/6 ejection seat, in pressurised, heated and air-conditioned cockpit. Upward opening canopy, with separate windscreen.

Avionics and Equipment A Hughes Aircraft AN/APG-65 multi-mode digital air-to-air and air-to-ground tracking radar, with air-to-air modes which include velocity search (VS), range while search (RWS), track while scan (TWS), which can track ten targets and display eight to the pilot, and raid assessment mode (RAM). Tacan; UHF/VHF com; AN/ALR-67 radar warning receivers; AN/ALE-39 chaff/flare dispenser; AN/ALO-126B ECM; radio data link; AN/ALO-1 62 airborne self-protection jammer; quadruple-redundant fly-by-wire flight control system; two Control Data digital computers; inertial navigation system; multi-function CRTs; headup display; digital data recorder; flight incident recording and monitoring system; standby altimeter, airspeed indicator, vertical speed indicator, and cockpit pressure altimeter.

Armament Nine external weapon stations, comprising two wingtip stations for AIM-9 Sidewinder air-to-air missiles; two outboard wing stations for an assortment of air-to-air or air-to-ground weapons, two inboard wing stations for external fuel tanks, air-to-ground weapons Dimensions Span (wings spread) 40 feet 5 inches with missiles 37 feet 6 inches without missiles 27 feet 6 inches Span (wings folded) Length 56 feet 0 inches Height (to top of fins) 15 feet 3 inches Height (to top of closed canopy) 10 feet 6 inches

- courtesy of Jane’s Defence

55

The

CF-18

Hornet

McDonnell Douglas CF-18A Hornet (Pilot Press)

CF-18 AIRCRAFT CONFIGURATIONS The following illustrations depict the weapons configurations flown by the Desert Cats during Operation Friction while deployed to the Middle East

AIR TO AIR

3 x external fuel tanks

3 x external fuel tanks

4 x AIM-7M Sparrow

4 x AIM-7M Sparrow

2 x AIM 9M Sidewinder

2 x AIM 9M Sidewinder

AIR TO GROUND

1 x external fuel tank

56

1 x external fuel tank

2 x AIM-7M Sparrow

2 x AIM-7M Sparrow

2 x AIM-9M Sidewinder 8 x 500Ib. MK-82 Bombs

2 x AIM-9M Sidewinder 8 x LAU-5003 CRV-7 Rocket Launchers

AIM-9M Missile

i 9)

IR DOME

WARHEAD

CONTROL FINS

GUIDANCE CONTROL SECTION

Weapons ASA 20mm Vulcun Cannon Fires high explosive 20mm rounds at a rate of 6000 rounds per minute. Aim-7M Sparrow Medium range radar guided missile. With a radar lock, radar sends command guidance to missile until impact. Aim-9M Sidewinder Short range heat seeking missile. Guidance is provided to missile controls when missile seeker head locks on to target aircraft heat source.

M61A1

Gun

500Ib multi-purpose bomb. Can be dropped in high or low drag configuration.

CRV-7 Rocket pods carry 19 CRV-7 high explosive warheads. AIM-7M

rockets with

Missile

RADOME

WINGS

TARGET

SEEKER

WARHEAD FLIGHT CONTROL] ADAPTER ADAPTER & & STABILIZATION| (AIM-7F) TELEMETRY SECTION

FINS

ROCKET MOTOR (AIM-7F)

SECTION ROCKET MOTOR (AIM-7M)

57

a ae

return of the CF-1 8's from their missions over the

Reflections

from

the

write this on the eve of departure of the

Desert Cats from Qatar. The flightline is vacant in stark contrast to the beehive of activity which persisted just weeks ago. | reflect with great pride and deep sentiment on the accomplishments of this organization. When the Desert Cats assumed command on 21 December 1990, we built upon an already very successful organization. Since 8 January 1991 we supported uninterrupted, round the clock, flying operations achieving 100 percent mission success and 95 percent aircraft serviceability with no accidents and far fewer than average incidents. We maintained this record during the most adverse periods of the war when operations and sleep were continuously interrupted by air attack sirens and mad dashes to shelters. Every section shares the credit for these accomplishments. Servicing crews honed procedures and achieved the highest standards witnessed in CF18 fighter operations. The United States Navy commended their immediate reaction to launch four alert aircraft in response to a call for assistance. Snags personnel fought daily to achieve an unprecedented 95 percent serviceability. Their ingenuity and dedication were evident in solving many urgent technical challenges. The Armourers successfully introduced, for the first time, the three AIM-7, four AIM-9 load. Moreover, when ordered to re-role airto-ground before our resources arrived, they begged and borrowed and busted their butts to set up a build-up area, gather equipment, assemble bombs and up-load ten aircraft all in less than 12 hours. The Supply Section is credited with reducing the IOR rate by two thirds and decreasing by half the time to receive aircraft parts. Safety Systems showed outstanding initiative and creativity, and Workshops lived up to their claim that there was nothing they could not do. Desert Cats technicians, from the furthest reaches of the fighter community, blended into a spirited, cohesive unit and persevered to achieve the highest consistent serviceability rate in recent Forces history. As we depart our desert home, foremost in my thoughts are vivid memories of the highest level of human effort and strength of spirit that | have

60

SAMEO

witnessed in my career and hold the utmost admiration for personnel who maintained a positive outlook and sense of humour under the most difficult circumstances that we may ever face. These memories and pride in accomplishment will live with us forever. Major “Jungle” J.P. Doherty

DESERT CAT SAMEO (Squadron Aircraft Maintenance & Engineering Officer)

A

Personal

Glimpse

J nthe beginning there was a Call; a call to rally and defend the basic principles of freedom. Many heard the call and were proud to serve for this just cause. Two great squadrons and a wealth of . experienced augmentees accepted the challenge to form the most efficient maintenance unit ever assembled. There were many obstacles to overcome and a wealth of experience to be gained throughout this campaign. Each and every man and woman proudly served. The result was a campaign so successful that it is difficult to express in mere words. From the first day, preparation began for the 16 January deadline. The physically demanding jobs of building shelters and placing stores were carried out with expediency and purpose. There was training

for aircrew and a reaffirmation of servicing and armaments techniques. S.O.P’s had to be established covering every facet of the operation. Personnel pooled their experience and rewrote the book from cover to cover. Individuals constantly looked ahead, foresaw problems and suggested viable solutions. Never a stone was left unturned and many a problem was averted. Other ongoing problems which had eluded solutions for lengthy periods of time, were discussed, prototyped and eventually solved during Desert Cats operations. This was accomplished due to the ingenuity and dedication of the entire group. The support received during the entire operation was key to the overall success of the mission. Regardless of how hard people may try, they can only go so far as equipment and material allow. In this case supply was incredible. In order to maintain 95% serviceability and 100% successful mission accomplishment, the work, support and expertise must be equitable. This operation has proven that given that formula anything is possible. The maintenance personnel, armament, servicing and “snags, together with all support units, should be very proud of their accomplishments. Their untiring efforts have resulted in the most impressive record ever achieved by the Canadian Armed Forces. They are to be congratulated on a job well done.

From the notes of Sgt Hugh Nickel

The duties of the maintenance servicing crew are to start and park the CF-18’s. They carry out regular aircraft inspections on the aircraft before and after each launch. They'll also ensure the jet is topped up with the required fluids including fuel.

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B Crew Servicing

A Crew Servicing

Crew chief's comments | can be justifiably proud of B crew servicing. When we first operated together as a crew on 16 December 90, the crew consisted of individuals from different squadrons and backgrounds. Over the next month a lot of hard work, holding alert shifts and the pressure of knowing there was a time limit on getting ready, kept everyone busy. On the 13th of January, war loomed on the horizon and in came six new personnel to reinforce us. Everyone on the crew pitched in to bring the newcomers up to speed and in record time they were integrated as if they had been there all along. We were on the midnight to noon shift when the 17th January rolled around. When the battle Staff was called in to the command centre we knew that this was the day. Suddenly we were in the middle of air raid warnings, constant flying and of course the inevitable worry of where the next Scud was going to land. In the midst ofall this confusion, as air attack warnings sounded, | looked around and realized that my crew had somehow become an efficient team ready for anything. From both flight lines, word came to me of crews carrying on to launch last minute aircraft even as the air raid warnings sounded and again of others refusing to desert the returning pilot until he had a chance to evacuate the cockpit. Dedication? Bravery? Or knowing that this was the time to prove themselves, | don’t know. But! do know that the personnel of B crew servicing, Desert Cat Squadron are the finest group of men and women | have ever served with.

JR McKinnon WO I/C B Crew Servicing

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bie

My

:

PR

%

Servicing Servicing personnel started arriving in Oatar mid-November with the final party arriving on 15 December, 90. The crew was initially made up of thirteen members of 416 and 439 Squadrons and later we were to receive six augmentees frorn 1 A.M.S. Baden. During the first four weeks we went through a training period to learn to operate as a team. This was not accomplished without a few problems, but each hurdle was met with a determination seldom found in normal day operations. By the time 13 January rolled around the crew had worked itself into a team and the augmentees easily fell into our routines. During the war, B Servicing had the distinction of being on duty the night the war started. As luck would have it, it also launched the first sweeps/ escort mission and the first bombing mission. Each member of the crew reacted differently to this moment in history, but to all, the feeling of pride in ourselves prevailed. Throughout the war the pressure from flying was concentrated at night and early morning due to the taskings received from HO. Our crew started the war in the midnight to noon shift and was unable to change for the duration of the conflict. Twelve hours a day, seven days a week led to greetings of “Good Morning” at 10 pm and “Good Night” at 2 pm. Confusing for others maybe, but for us, normal. Sleep became very important to everyone on the crew and we always seemed tired and unable to get

enough. The daily routine left work, eating and sleeping the only priorities. Work became very regular with steady starts and parking of aircraft. The most regular of jobs was the constant cleaning of canopies and windscreens which always seemed to collect a layer of dust. The night routine consisted of Saddam's 10 pm and 4 am missile launches which managed to stir the blood. Back in Canada Dry2 where we slept, most lived in cramped quarters, twelve to a trailer. Any activity planned by the sports/entertainment people found little interest among our crew as we usually just sat around for an hour after work discussing the day and then off to bed to ready oneself for another day. The highlight of our day was getting in to the mess hall during a regular meal hour. Most of our meals were late night dinners or breakfasts in a box, so lunch became the only freshly cooked one we could get to. The humour in the kitchen provided by the cooks was great. Although tired themselves, they did aterrific job of helping morale. Our hats are off to them.

| gang.

DESERT CAT MAINTENANCE

SUPERVISORS

65

The operators might have all the glory, and the Armourers might have done all the dirty work, but the Snags Organization of the Desert Cats provided Combat capable aircraft at over a 96.5% serviceability rate during Operation Friction. B crew Snags, ably lead by Captain Kevin Yamashita, worked over 45 straight days on the midnight to noon shift. The “other crew” worked the quieter noon till midnight shift. One advantage of the late night shift was lack of Jet lag on personnel that returned to Cold Lake! Only afew minor casualties reduced the ranks of B crew and replacements soon had the ball rolling once again.

Cpl Derek Woodbeck became a father for the first time. The hockey players from Cool Pool and Baden missed an entire season. M/Cpl Daryl Martel was engaged to be married on return to Germany. M/Cpl Tim Beetham said he had an undisclosed amount of home brew waiting for him in Cold Lake. A rumour persists that M/Cpl Wally Edwards will be posted to 416 Sqn. WO Dan Campbell has plans on opening a Donut Shop in Baden. In all, B Crew Snags put together a diverse group of people and put out a great deal of work. Certainly no one will forget the time spent in Doha, for the most part at least, some of the best times in Our lives.

DESERT CATS Vv

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Cpl Pook desnagging a flight control problem. The maintenance snags crews are tasked with repairing problems whiér render an

aircraft unserviceable from the flight controls to engines, to the ejection seat. Snags are made up of teehnicians.from.all.trades.

Desert

Cat

Armament

Back in the late months of 1990 we were informed that we were to nerve a 14 week plus 1 day term of duty in the Persian Gulf, in a tiny country called Qatar. At the time tensions were mounting, but we all rose to the challenge (as if we had a choice). | will admit upon arriving here it was like finding yourselfin the middle of azoo. The meshing of 2 squadrons, 416 and 439, who had established different procedures, was by no means an easy task. Alas, after all the ups and downs of putting the armament package (the claws if you will) into the Desert Cats, things seemed to slow down, (the calm before the storm or call it the count down to war). Hostilities finally erupted on Jan 16. We the Armourers figured, all right, now it gets interesting, but such was not the case. We did however fire a missile and empty two guns into a ship - a small consolation. However, the Great Taz, god of all armourers smiled on us once again. We were informed that we would be doing sweep/escort with the Americans and British. Once again our hopes were raised, but, the pilots still had no targets to shoot at as the Iraqi’s refused to come out to play. Finally, we went air to ground and were pleased to see the aircraft return without the ordnance we had uploaded. All things considered, the time we spent here has been interesting to say the least. We may not have been very busy on the flight line, but we did learn to handle the Big Bad combat stress. We also learned to depend on each other. Strangest of all achievements; almost 100 armourers spent nearly

68

4 months

in the desert without a big armament

party (not a milk and cookie, type}. That in itself deserves some credit. Despite a fairly calm tour of duty there will no doubt be a few skeletons in some of our closets. In closing | will say that on behalf of all the Desert Cat Armourers - its been a blast, no pun intended. Cpl Burton Below,

the

armament

crews

weapon systems technicians. load, and service all weapons the CF-18.

are

all

aircraft

They load, unassociated with

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Desert Cat Squadron Supply We, like the maintainers, are unsung heroes. We'rea small but vital part of any squadron. Although you can't fly or fix planes without us, we are quiet, unassuming and never get any press. But we don't mind, we're professionals: WE'RE YOUR SQUADRON SUPPLY. We are truly here to help. We get parts for the planes that are broken and send the unserviceable ones back for repair. We also constantly evaluate and monitor our stock levels so that we have the part you need before you need it. Like any good logistician, we anticipate your requirements. We will also, if you're nice to us, ease your way through the supply system (i.e. base or here, CSU (Q)). And often, ifsomeone is having trouble carrying out part of his task, we will provide advice and assistance. We may be small, we may be quiet, but we're essential. Love, from all of Desert Cat Supply

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The

Desert

Cat

Pilots

The 39 pilots listed below flew the majority of the combat missions throughout the Gulf. War.

There

were, however, others who occasionally augmented the flying program. One such pilot was Lt.-Col. Guidinger, Commanding Officer of the 416 squadron who spent most of his time as operations. staff in Bahrain. Although most of the Desert Cats pilots came from the 416 and 439 squdrons, Squadrons 441, 409,421, and410werealso represented.

Legend Name/Age Position/Secondary

duties Tactical Call Sign Hometown Flying experience Preferred missions Best memory/liked Most memorable Desert Cat mission Worst memory/disliked

Don Matthews, 41 Commanding Officer Fang Calgary 5 fighter tours Sweep CU SP OOS Seeing what we have accomplished in February knowing that we had nothing when we arrived in October. The first sweep into Iraq. Complete with L&R Bleed

Paul B. Bordenave Jr. 33 Supervisor The Nave Gulfport, MS, USA COI CUS 1400 hours Eagle time, 500 hours Hornet time, 1900 hours Mac D time Flying Sip Being here in time for the war.