Holloman Afb Address - You are here: Home 1 / Article archive 2 / History 3 / Fighting G-Force at Holloman Air Force Base
Almost everyone in the aviation game knows the US Air Force Bases at Nellis and Eglin for many reasons - they are major operations that often focus on their operations, including Red Flag, Area 51, and Missile and Warfare. Electronics in West Florida. . In fact, many commercial, public and passenger flights have their routes in the western and southern United States to avoid, for better or worse, restrictions in the air and the atmosphere.
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There is another Air Force base that is not as well known as the one mentioned above - Holloman AFB, in southeastern New Mexico. Holloman's history begins with the founding of Alamogordo Air Force Base in 1942 and continues today as Holloman Air Force Base. Along the way, it has served as a weapons development center—about ninety miles south of the trinity site where the first nuclear bomb was detonated, an early ballistic missile test center, and a military training ground. in the air with Allied aircraft, German air force stations, and other airborne systems.
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Holloman also had a basic research facility whose residents contributed in small ways to the U.S. space program. Some say these primates frequented the officers' club for mature food and drink - they behaved well, were good at various bar games, and mingled well with the 49th fighter pilots.
In Holloman's 75-year history, all Air Force and military aircraft have served time in Holloman's airspace and operations -- B-24s, B-29s, drones, AH-1s, UH-1s, F- 100, F-4, F-15, F-117, AT-38, F-16 and F-22 used the White Sands Missile Range airfield for training. Drones that have been used as targets for years: the F-86. The F-100, F-106 and F-4 did their best to adopt new weapons, radar and crew training.
Today, MQ-9 harvesters are stationed at Holloman and are among the most active UAV forces in the world's military operations. Holloman also has several unique radar, signature and weapon tracking devices. Colonel John Stapp took a ride in a rocket powered cabin, earning him the title of world's fastest man many years ago. A popular bunker-busting weapon based on an artillery barrel was spotted on one of Holloman's test tracks, as was a "car" that reached speeds of more than Mach 8 on the scale recently.
The airfield around Holloman is an amazing resource for flight training. There is an air-to-ground ten-minute flight time. Heading west, you can take a sharp right and enter the White Sands Missile Range (WSMR) airfield in less than three minutes from the brake release. If this space is not available for some reason, there are several other operational areas north and east of Holloman that are useful for tactical training, but sometimes allow air travel to be conducted for military training. Disruption to passengers and general aviation, but in most cases no normal interference with civil operations.
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There was another facility at Holloman that was important to Air Force training and operations beginning in the late 1970s. It was the centrifuge, a device used to train Air Force F-15 Eagle and F-16 Fighting Falcon pilots (also known as such as Viper and Lawn Dart).
Unlike the first fighters, the Eagles and Falcons can achieve and sustain high G loads. Both are capable of reaching nine Gs and can, in some cases, sustain this for several seconds. This ability was useful in dogfighting and anti-aircraft missile training. The downside was that it was often found that the performance of G-planes could exceed the capabilities of pilots, even in the old G-jacket class, causing pilots to overshoot and sometimes lose control and crash. The centrifuge was installed at Holloman to provide a safe, controlled environment to get G up in seconds and to help develop techniques to reduce the risk of G-locking.
I'll come back to the centrifuge later, but for now I want to talk about my experience with G in Holloman. New Mexico has four seasons, so our fellow F-16s at Hill AFB, Utah, visit us in the winter to enjoy the cold, mostly cloudless weather. This tour lasted three months, during which time the team was deployed in Dissimilar Air Combat (DACT) with Eagles and AT-38 Talons in the air. It was a great opportunity for everyone involved and we couldn't wait to host the Vipers.
I remember two special missions, one on one with a Viper pilot, that I introduced to the war industry when I was an instructor pilot at George Air Force Base in the early 1960s. After 15 years, we became officers and experienced pilots and had the opportunity to use the aircraft and our skills in combat. dog It was a party!
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Both of our planes were clean, my "sport model" F-15A and the late Block F-16A Lawn Dart. Both were equipped with separate AIM-9 missiles and 20mm frontal guns. Its advantages in size (small) are mostly compensated by the way we used it - it's all in the view. We took off together, I was in the lead, he had a top ten second, he turned WSMR, he went supersonic in less than five minutes after releasing the brakes. We climbed into the mid-20s, checked the fuel proforma, the flight controls, and adjusted the G-tolerance G to test our willingness to work harder. Let's go - the battle is on!
When flying clean, we had enough fuel to engage in about four or five missions, from a few short maneuvers to attack and defense techniques to use and protect IR-guided Sidewinders (or their Soviet counterparts). Then the last engagement was just a gun practice to see how each of us would handle our aircraft against another race - DACT. The installation is simple: take the route, turn and after the exhibition (but the fact is "if you don't cheat, you don't try" - joke) calculate the deviation, delivery and departure of the gun.
It was a good fight, lots of moving and counter-moving, sometimes ups and downs and caskets until we got down about 2000 feet today, both by 6:00 p.m.
Both were light on this point, with plenty of Thrust and G available. When it comes down to it, it's easy to generate and maintain 8G+. We were close to the ground - and I was working hard. I had to breathe; and the extended G is grayed out. I let it go and suddenly I felt like I had an elephant in my chest and it wouldn't let me breathe. I felt sick! We were on the ground, so we hit the ground, feeling very relieved. We got in, got up and went home. RTB without registration and registration, good practice and good news for Eagle drivers and fellow Vipers - but what happened to me? The "fuge" trip was great, one because it was planned and two for the results.
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The explanation for what happened is simple - at G above, if you breathe in, most of us don't have the energy to fill our lungs. You are out of breath until you return to G and can breathe properly. It's not GLOC - then your heart can't pump enough blood and your eyes stop working. It usually starts with darkness and eventually, if G is not resting, darkness is darkness. Usually your lights will go out for a while, but a strong GLOC can last long enough for real problems to develop, and if you're in deep dives or close to the surface, failure is fatal.
This is where the centrifuge comes in. It is used by trained and supervised medical professionals, usually aviation surgeons. Centrifuge is a capsule that approximates the cockpit environment, with long arms connected to the hub and machines that can rotate the device at different speeds to create a controlled, G-environment. This allows the rider to experience high g-forces up to nine times the force of gravity, or The g-pack capabilities of modern fighters include the Eagle and Viper.
The fuge walk lasts only a few minutes but allows the subject to experience an extreme G environment and the skills to practice preparation and
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