Exhaust.TV : Fun with speed: Ferrari

Episode I

~10 mins/30MB

Al Passori

by Al Passori aka callsign ENZO

I recently had the privilege and experience of trading a ride in a USAF F-15 fighter for a drive in my Ferrari Testarossa, courtesy of some very special people, starting with fellow Tifosi and Ferrari Club of America/Mid-Atlantic Region member Dr. James Roche, DBA, Secretary of the Air Force (2001-2004), former CEO at Northrop-Grumman, and now head of Raptor Consulting based in Annapolis, MD. This special event had been in the plans since the summer of 2004 following an exchange of emails between me and Dr. Roche (whom I thank profusely for making a life-long dream come true). The actual event was largely coordinated by Lt. Natasha Waggoner, Chief, Media Relations, 1st Fighter Wing Public Affairs based at Langley AFB, Virginia under the leadership of Maj. Jeff Glenn and command of Col. Frank Gorenc, Commander of the 1st Fighter Wing (FW). Lt. Waggoner is a very proficient and consummate PR professional with a great career ahead of her in the USAF.

The Fighter Jock
I had one of the Air Force's best rated pilots assigned for my flight with the famous 71st Fighter Squadron (FS) of the 1st Fighter Wing. The 71st FS, also known as the "Ironmen" is rated the top rated FS based on an annual USAF-wide combat flying competition exercise. The trophy in the 71st FS squadron is rather impressive; I'm told that the pilots and their crew/support personnel are determined to retain control of the much coveted award.

My host for the flight was Capt. Jared M. Santos, call-sign "Vic". Vic is the best of the best. He's a USAF Academy grad who met his future wife in Colorado while they were attending college. Vic is a fighter jock who happens to appreciate high performance aircraft and also "flies" a 2000 C5 Corvette (red of course). Interestingly, like me, Vic soloed when he was sixteen years old and was a rated pilot at the age of seventeen. Unlike Vic, I didn't get my drivers license until after I had my pilot's license. Vic has had USAF and US Navy pilot training in such diverse aircraft as the Navy's AT-34 Mentor and the USAF's supersonic T-38 jet.

When pilots are ranked out of pilot training, the top pilots are given their choice of aircraft to fly, and while many like Vic do select fighters, in recent years many of the top pilots often select multi-engine aircraft (C-17s, KC-10s, KC-135s, etc.) instead of fighters even though fighter assignments are available. Reasons vary for this choice; some want the multi-engine rating for post-AF careers, while others do it because of OPSTEMPO (pace of operations) reasons. As for the fighter jocks, they're in a class of their own. However, it doesn't diminish the skills and commitment of non-fighter pilots that support the AF mission. Fighter jocks are just different; you can certainly sense and appreciate their esprit de corps after meeting and speaking to them.

Vic and his unit were called up to support post-9/11 events, flying around-the-clock missions above several major east coast cities to protect airliners and population centers from any further threats from the "evil doers". For me, this really clarified how relevant the AF mission is and how important his training and commitment is to our safety and security, which is something many of us probably takes for granted.

The Support Crew Team
The flight crew, mechanics, operations, tower staff, meteorologists, ramp personnel, avionics specialists, etc. are all dedicated and highly trained people. These people are skillful professionals who take pride in their work and oftentimes, wind up working 16-18 hour days to support the training missions. They take exceptional pride in their aircraft maintenance, safety, and readiness records. Several pilots told me they very much respect their crew chiefs and support personnel and in fact, take the non-fliers on incentive rides when possible to show them how appreciative they are of their crew's dedication and hard work. I'd venture to say it can easily take 100+ personnel to support a single pilot and aircraft when all is said and done.

Thursday, April 21st: Suiting Up
Day One started with my flight physical. Since Vic would be conducting flight operations at a maximum of 18,000 feet, training in the hyperbaric chamber was not necessary and waived by the flight surgeon. The physical was followed with fitting for my flight suit and gloves made of fire retardant Nomex (similar to what club racers wear at the track), helmet, oxygen mask, survival gear and the all-important, G-suit necessary to avoid blacking out during high G-force maneuvers. It's amazing how heavy and bulky all the gear is when you're fully outfitted. After the fitting, it was time to attend the safety training. But first, the staff made up a personalized nametag for my assigned locker to stow my flight gear until the next day's flight.

But, Safety First
The next stage, emergency operations training, was very sobering for me. My safety instructor, another seasoned F-15 pilot, described all the "bad things" that can happen on the ground and in the air and stressed the difference between "Egress! Egress! Egress!" for any ground-related incident and "Bail Out! Bail Out! Bail Out!" for any mishap while airborne. I was very attentive to the instructions as I was hooked up and suspended from a parachute harness so I could practice how to use the parachute risers to untangle a fouled ÂÂ‘chute and land without serious injury. My instructor covered fire in the cockpit (oxygen to 100%, egress the A/C on the opposite side of fire), ejection seat procedures (pull handle, straighten spine, push on rudder pedals), parachute landing in trees (protect the carotid arteries with your thumbs) and landing in power lines (get thin, extend hands and arms upward, keep feet and legs straight, turn your head sideways). Needless to say, I spent the night replaying my emergency procedure drills in my head in preparation for the 5 a.m. wakeup call and upcoming flight. My stomach was churning all night (why did I order a NY strip steak, blackened Cajun style, for dinner? Or was it just nervousness on my part? Or, was it due to the friendly chiding from my family and friends that I ought to eat bananas because "they taste good going down and coming up?")

Friday, April 22nd
Rock 'n Roll
Day Two, Friday, started with a 5a.m. wake-up call at my brother's home in Chesapeake, VA. I was to report at Langley at 7 a.m. for suiting up and a pre-flight briefing. During my flight, my brother and his family would be allowed to visit the hangar housing the F/A-22 Raptor. Fellow Tifosi Jim, webmaster of Exhausttv.com accompanied me as my official videographer and photographer (along with his black Ferrari Testarossa).

Upon entering the flight operations crew area, my ears were greeted to the blast of Metallica's version of the original Black Sabbath's Ironman (how appropriate for the 71st FS!). It's a good thing I grew up listening to Black Sabbath and actually liked the blood-pressure buildup of listening to Ironman so early in the morning as I donned my flight gear in prep for the flight briefing. Increasing my blood pressure would ease some of the anxiety from the previous day's safety training and help me better withstand the inevitable G-forces of the day's flight.

Vic was very thorough in his briefing. Our alternate airport was Andrews AFB in Washington, D.C. and our area of operations was off the coast of Nags Head/Cape Hatteras, NC. Flight operations were not to exceed 18,000 feet above sea level. After the weather check and preflight briefing, we were off to the tarmac and the long-awaited flight, with Jim and my family in tow for the send-off.

While Vic pre-flighted the F-15, I took note of its impressive dimensions and timeless, aggressive design (strikingly similar to the ageless Ferrari Testarossa). Once Vic and I were both strapped in, it was time to check and set the flight controls, oxygen, avionics, and altimeter, start both engines and taxi for take-off. The F-15 take-off thrust is impressive -- the acceleration is phenomenal as it pushes your entire body against the backseat. We rotated and were airborne in less than a quarter mile roll! Vic climbed the F-15 to 17,000 feet as we "cruised" toward the Outer Banks of Hatteras at around 320 Kts to conserve fuel. I wanted a longer flight so he didn't do the after-burner-go vertical-hold-your-breakfast-military-takeoff drill.

Once over our assigned area of operations, Vic demonstrated the F-15's flight characteristics by putting it through its paces. Surprisingly, the aircraft is both responsive and docile once properly trimmed. It easily maintains airspeed, altitude and heading. Vic then had me turn on my radar display and showed me its targeting capabilities without divulging any technology secrets.

Vic then performed some high-G maneuvers, warming up with a loop (positive G's), a couple of tight, accelerated turns and climbs that resulted in a modest 3G loading. My pressure suit inflated, and I grunted several times as instructed to keep my blood from draining from my head to my feet and blacking out. Vic said it was a warm-up exercise; I couldn't wait to go to 6Gs! Our next maneuvers took us to 6+G's and I felt light-headed and very, very queasy. Prior to the flight, Vic's crew chief had given me two airsickness "barf bags". Vic then handed me another bag for good measure. Needless to say, I told Vic over the intercom that 6G's was sufficient, I didn't need to see the 9G's common in air-to-air combat operations. I really didn't want to find out if bananas taste good both ways.

I have a new and profound respect for Vic and any other fighter pilots able to withstand the forces of 9 G's and still control the aircraft and engage in tactical warfare!

Vic then asked me if there was anything else I'd like to do (are you kidding me?) After some more G-force maneuvering, Vic said we would form up with an F-15 group of two (a lead F-15 pilot and his wingman).

After calling the F-15 group of two on the radio, Vic deftly maneuvered the aircraft below, on top, and along both sides of the two fighters (at a separation distance of 10-15') so I could get a close-up view of the other aircraft as we hurled along at 325+Kts! Up to that point, everything I did was cool, but it just got better with this new and very tight formation flight of three! However, by now our fuel was getting low after more than 1-hour of flight. It was time to head back up the NC/VA coast back to Langley AFB.

Vic had earlier decided to fly up the coastline and we did so at 1500' and ~320Kts. During the return to base (RTB), we passed alongside Kitty Hawk to pay homage to the Wright brothers. Vic had previously led a flight of F-15's honoring dignitaries during the 100-Year Anniversary Celebration of the Wright brother's first flight at Kill Devil Hill. As we approached Hampton, VA, Vic filed IFR and ascended into the clouds to 3500' and later descended one last time to a very smooth, textbook-perfect 3-point landing. It turns out I didn't need to put the prior emergency training to use (thanks to Vic and all the F-15 support crew).

The three barf bags given me were dead weight and unnecessary. My lifelong dream of flying in a fighter has been fulfilled and because "Vic" hadn't made me sick, it was only fitting that I give him the keys to my Ferrari Testarossa and let him drive it, which he did with a wide grin on his face (thinking to himself, "just wait 'till the wife see the new wheels!"). Neither of us got sick in the other's machine and I made several new friends that day.

I always respected the pilots and airmen serving our country, but now I have a far greater appreciation and admiration for their skills, experience and commitment. Any young person considering the USAF for a career, whether it be the National Guard, Reserves, or Active Duty, is fulfilling a very noble calling. And I can say from experience, the technical, leadership training, and experience offered by the USAF and other service branches is unmatched in the civilian job market. The technical education, career and promotion opportunities, health and education benefits (such as the GI Bill) are very generous and compelling when compared to today's civilian job market.

My thanks to all involved in this special effort. A very special thanks to Dr. James Roche, Lt. Waggoner, Maj. Jeff Glen, and of course my newest best friend, Capt. Jared M. "Vic" Santos. And to my family and Jim who provided interesting dinner banter betting that I would need a large green trash bag for the inevitable airsickness and who photographed and filmed the event for me, thanks for being there. And lastly to my wife Lee Anne, who puts up with my quest for adventure and desire to fulfill my childhood dreams, many thanks. All of you, and the 71st Fighter Squadron personnel involved, share a special place in my heart and memory.

Background - First Fighter Wing
The First Fighter Wing based at Langley AFB in Virginia is one of the largest fighter groups in the Air Combat Command and the first to operational unit to fly the F/A-22 Raptor. The F-15 Eagle, the Air Force's air superiority fighter, entered operational service at Langley AFB in January 1976 with the 1st FW. The wing's current compliment of F-15s stands at about 60 aircraft as it draws down its F-15 operations. Continuing the 1st FW's tradition of first to bring new fighters operational, the Air Force announced in 2002 that the 1st FW will become the first F/A-22 operational wing and began Raptor operations in January 2005; paving the way for the future of air superiority. While many of the pilots covet and respect the F-15 for its flight characteristics and proven air superiority in Dessert Shield and Dessert Storm, several of the pilots I spoke to stated they're excited at the prospect of being selected and possibly transitioning to the F/A-22. In the meantime, they definitely enjoy and are very proficient at putting the F-15 Eagle through its paces. In fact, Capt. Steve Tate of the 71st FS shot down an Iraqi F-1 Mirage in combat.

Col. Frank Gorenc, as commander of the 1st Fighter Wing, is responsible for a wing composed of four groups and 20 squadrons, including two F-15 fighter squadrons and a newly designated F/A-22 Raptor squadron. As commander for a lead wing under the Expeditionary Aerospace Force concept, he ensures the wing is able to mobilize and deploy anywhere in the world, and gain and maintain air superiority by actively engaging and destroying enemy air forces. Col. Gorenc was last seen sporting a red Ferrari cap courtesy of Ferrari/Maserati of Washington (thanks Allie Ash and Redding Finney of FMoW).

The F-15 Eagle
The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed and proven to have air superiority in real combat operations. It is a single-pilot fighter (A/C models) capable of carry external fuel pods for extended endurance. It has four different air-to-air missile configurations including an impressive internal 20mm Gatling gun with electronic firing. It also has a tail hook for arresting on land in the event of a braking, landing gear or other mechanical failure.

The McDonnell Douglas aircraft has two, Pratt & Whitney turbofans with afterburners. Each engine is rated at approximately 25,000 pounds of thrust (C/D models), is 63+ feet long, 18+ feet tall, with a wingspan of 63+ feet. The maximum operating ceiling is 65,000 feet and the design speed is 2.5+ mach at sea level on a standard day (although the A/C we flew had a governor installed to extend engine-life). The F-15 Eagle tactical fighter cost ~$15M each and was first flown in July, 1972.

Thanks to:

1st Fighter Wing
Jim Roche
MAJ Glenn
LT Waggoner
COL Gorenc
Derek Audette ("Right in the Face" written and performed by Derek R. Audette.)

Links

1st Fighter Association
United States Air Force Acadamy
Ferrari Club of America Mid-Atlantic Region
Ferrari of Washington
F/A-22 Raptor Program