Spring 2022
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JET FIGHTER AIRFORCE Continued from Page 4
of internal fuel with respect to range. The penalty for endurance is not quite as high as the lower speeds result in lower parasitic drag. I signaled the flight and instructed them to start engines, completed the checklists, retrieved the ATIS and performed a flight radio check with each aircraft. Aircraft two, three and four advised they were “good to go.” I took a deep breath and keyed the microphone to call Ted Stevens clearance. I advised the controller that Tiger Flight was ready to copy their instrument clearance. With all housekeeping completed, I pushed the flight to ground control. We were cleared to taxi to runway 2-5R via Alpha and instructed to hold short and to contact tower. I pushed the flight to tower with a “check in.” I advised tower that the Tiger Flight was ready for takeoff and tower instructed us to continue to hold short for arriving 747 traffic on three mile final. Due to Anchorage’s strategic location, it offers the shortest midpoint for many transpacific cargo flights between Asia and North America, allowing carriers to maximize their payload to fuel ratios. I watched the nearly 900,000-pound aircraft descend and touchdown. For a brief moment, I was mesmerized by the sheer size of the Boeing. The feeling was short lived as tower cleared 397ZA (Tiger Flight) plus three for takeoff. The four L-39’s took a staggered po-
Final leg with California’s High Sierra’s in the distance. (Photo courtesy of Michael DiLullo)
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sition on runway 2-5R and prepared for the briefed section takeoff. Jets one and two would takeoff followed by a ten-second delay before three and four would release brakes and follow. I gave the powerup signal, held the brakes and selected mil power, verified the engine instruments and that my wingman was heads up. This was followed by a quick nod of the head and brake release. In the cold air, the L-39 accelerated surprisingly well, especially when considering its payload. In my peripheral vision I could see my wingman in perfect position. A good lead always reduces power a couple percent to assure that the wingman has a slight advantage to keep his jet in position. The L-39 rotated, broke ground and climbed with authority. Gear and flaps were raised and Wing stayed in position throughout the transition. I established a low bank, right turn, thereby giving an advantage to jets three and four which were rapidly closing. The sky was already beginning to clear from a dreary gray to bright Carolina blue. I ensured that the ATC clearance was followed precisely both in lateral and vertical requirements. We climbed out over the Alaskan inlet towards Mount Susitna or “The Sleeping Lady,” as she’s known locally. Anchorage is surrounded by six different mountain ranges including the Chugach, the Talkeetna, Tordrillo, Kenai, Aleutian and the Alaskan Range. The most notable, Mount McKinley (AKA: Denali) is the highest peak in North America, rising over 20,320 feet above sea level. Our route crossed several of these mountain ranges. Sooner than expected, ATC passed the flight to Canadian control. In front of us lied the Yukon Territory. We were issued an unrestricted climb to Flight Level 260 and told
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