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And that would indeed be that, were it not for the back-up of
Milt Torres's element partner on that night, Dave Roberson.
Though Dave sees some details differently, it is clear that
something unusual did occur:
"As I recall, I was the flight leader, and we were on a training
mission making simulated attacks on each other. While on this
flight, we were contacted by someone (probably Manston), and
told to contact a GCI site. I believe it was the site in East
Anglia just north of the Thames (Bawdsey?). They queried me
about the weapons status of our aircraft. We were unarmed, as
was the usual status on training flights, and I so advised. We
were directed to land at RAF Bentwaters where our aircraft were
armed with live rockets."
"We received a briefing of some sort on the ground. I don't
recall by whom, but I believe it was by land line. I
specifically recall being advised that more than one GCI site
and multiple 'unknowns' were involved and that the area extended
into Scotland. I don't recall being advised of other RAF or USAF
aircraft being involved, but would seem probable that they
"After launch, we were vectored independently. Normal procedure
would have been to receive an initial heading and altitude along
with a call-sign and frequency of the GCI site to contact. I
don't recall ever going above 10,000 feet, but Milton [Torres]
was sent to higher altitudes. I was vectored on several of the
unknowns and in spite of the ground clutter, I did get several
pretty good returns, but was unable to maintain radar contact
long enough to get a lock on. Information from the controller
indicated the unknowns were changing speed and altitude quite
frequently. Some of my runs were in the cloud and others were in
the clear. I don't recall how many attempts at radar and/or
visual contact I made, but it was several."
"One [run] I remember quite well was at 3,000 feet. I was told
that the 'bogey' was at angels 3 and at very slow speed. I
recall being told that the unknown was at 12 o'clock and I was
closing. Perhaps because of the ground clutter I never got a
positive radar contact of the unknown. At this point, I believe
I was in in the vicinity of Norwich. As directed, I attempted to
get a visual contact when I closed to less than 2 miles, but was
unable. If the unknown was lighted, he must have blended with
the ground lights. The bogey then either accelerated or
descended and the controller lost him."
"I don't recall whether we became low on fuel or the unknowns
left the area; but at some point the controller rejoined us and
we recovered to Manston. I do not recall being contacted
one-on-one by anyone about keeping the details quiet. However,
due to some of my later activities in the Air Force involving
close-kept operations, where I learned to blank out details in
my mind, this lack of recall does not surprise me. I do recall
Milton was rather excited and talked about getting a lock on one
of the unknowns, but I don't remember the details."
"I might add that during this time frame (spring of 1957), while
either standing cockpit alert or acting as runway control
officer, on two occasions I saw some activity to the south of
Manston [English Channel/North Sea area], which involved several
lighted objects moving in strange ways. They were sometimes
motionless and sometimes accelerating in various directions
which did not appear to be consistent with either fixed wing
aircraft or helicopters known to me at that time. I reported
these to control tower and/or Met Sector, but never requested or
received any explanation of what they were."
Mechanical jamming is caused by devices which reflect or re-reflect radar energy back to the radar to produce false target returns on the operator's scope. Mechanical jamming devices include chaff, corner reflectors, and decoys.
* Chaff is made of different length metallic strips, which reflect different frequencies, so as to create a large area of false returns in which a real contact would be difficult to detect. Chaff is often aluminum for weight purposes and is usually coated with something such as a plastic to make it more slick and less likely to bind up in large clumps.
* Corner reflectors have the same effect as chaff but are physically very different. Corner reflectors are multiple-sided objects that re-radiate radar energy mostly back toward its source. An aircraft cannot carry as many corner reflectors as it can chaff.
* Decoys are maneuverable flying objects that are intended to deceive a radar operator into believing that they are actually aircraft. They are especially dangerous because they can clutter up a radar with false targets making it easier for an attacker to get within weapons range and neutralize the radar. Corner reflectors can be fitted on decoys to make them appear larger than they are, thus furthering the illusion that a decoy is an actual aircraft. Some decoys have the capability to perform electronic jamming or drop chaff.
Originally posted by Spock Shock
Originally posted by StargateSG7
Shooting down a million tonne starship that has been through the farthest
reaches of space containing engines of nearly infinite energy density
with the ability to create field effects that can distort the very fabric
of space and time......TRYING to shoot it down with a Sidewinder missile?
Now that is a laugh that makes me want to quaff a few pints in disbelief.
Best Quote In History, lmao... I know eh, as if a sidewinder is gonna save the day, lmao
Originally posted by Ezappa
If these craft are so technologicaly advanced why havent they figured out stealth technology or some other form of radar invisibility yet?.