“I am ready”: the Captain’s Courage the Day the Firing Computer of the ARA San Luis Submarine Broke Down in Malvinas
The
recovery of the Malvinas Islands on April 2, 1982 took the commanders
of the submarine force by surprise, as they had not been informed of
Operation Rosario. Nevertheless, they prepared as best they could a
submarine with serious technical deficiencies and sailed with it within
the exclusion zone. The decision of Frigate Captain Fernando María
Azcueta and his inexperienced crew. And the order to destroy the enemy
with the only possibility of firing torpedoes manually.
The
drumbeat of war on April 2, 1982 surprised the ARA San Luis (S-32) and
all its crew, including its commander, Frigate Captain Fernando María
Azcueta, 40 years old and son of one of the first submariners of the
Argentine Navy. It was docked at a pier at the Mar del Plata Naval Base
(BNMP), base of operations for the Navy's small submarine force.
ARA San Luis departs from Mar del Plata Naval Base
The
surprise was due to the fact that the high naval command, in order to
maintain the secrecy of the operation carried out that day, chose not to
inform the commanders of the various units not directly involved about
Operation Rosario: the capture of the Malvinas.
Therefore, the
San Luis did not receive the order to prepare for a combat patrol until
24 hours after the assault on the islands. At that time, the recently
completed crew began to prepare the ship, in order to make it fit for
war in the shortest possible time.
The initial state of the
submarine was not satisfactory and it greatly needed to enter dry dock,
something that would have to be done at the Puerto Belgrano Naval Base,
the main base of the Navy, since Mar de Plata lacked such facilities.
The
hull, propeller and internal cooling pipes of the San Luis had
accumulations of small parasitic crustaceans, which affected its
performance, increased its noise level and limited its speed. However,
as there was not enough time to travel to Puerto Belgrano, the clean-up
was carried out in Mar del Plata by divers (students from the Diving
School) who worked 24 hours a day, equipped with manual scrapers, for
almost a week.
Frigate
Captain Fernando María Azcueta speaks to his crew during the 1982 war
patrol. The beard indicates that they had already been at sea for quite a
few days
Despite intense efforts before departure, several critical issues with the unit remained unresolved. One diesel engine had been out of service since 1976 due to a broken engine block, and the other three suffered from cooling problems that limited their power. Additionally, the snorkel frequently allowed seawater into the submarine, and the bilge pumps were unreliable. The DUUX system, a passive acoustic rangefinder, was deemed inaccurate and out of service.
Survival equipment also posed significant concerns. The life raft ejection system was non-operational, hydrogen burners were outdated, and the oxygen meter was being repaired on land. Gas measurement capsules, crucial for safety, had expired in 1976. This was particularly concerning given that the submarine was considered modern, having been incorporated in 1974.
The crew’s training level was compromised by the Argentine Navy’s personnel rotation policy, which resulted in many new and inexperienced crew members aboard. Key positions, including those in fire control systems, were held by junior non-commissioned officers, as the most experienced submariners were in West Germany overseeing the construction of new TR 1700-class submarines.
Lieutenant Luis Seghezzi, an exceptionally young Chief of Navigation, had just graduated from the Submarine School in late 1981. He reflected on the high turnover among the crew, acknowledging that most had only been on board for three months and that this was his first experience with the submarine's weapon systems. He noted that while high turnover allowed for more personnel to be trained in new technologies, it did not necessarily ensure better responses in unprecedented situations, such as those faced during the mission.
ARA
San Luis's trajectory from the "Enriqueta" area to the exclusion zone,
finally entering the "María" patrol area, within the Exclusion Zone
While the senior officers of the San Luis had extensive experience with submarines, neither Captain Azcueta nor his second-in-command had any with Type 209 submarines like the San Luis. Azcueta himself had only spent 16 days at sea as commander before the war began, having taken command on December 19, 1981.
On April 11, late in the afternoon, the submarine, fully loaded with water, provisions, 10 SST-4 guided torpedoes, and 14 Mk 37 Mod 3 torpedoes, set sail from Mar del Plata with its 35 crew members. Second Corporal Eduardo Lavarello recalls the departure on that Easter Sunday as a cold, foggy evening, which was ideal for remaining undetected as they headed out to sea.
By April 13, Captain Azcueta reported the results of engine tests to his superiors, confirming that the engines operated acceptably up to 1200 amps, achieving a maximum submerged speed of 20 knots. Despite the numerous challenges—limited experience with the Type 209, an inexperienced crew, mechanical issues, and unreliable weapons—Azcueta's message concluded with the resolute words, “I am ready.” This declaration, made in the face of daunting odds and the prospect of confronting the world’s leading navy in anti-submarine warfare, encapsulates the captain’s bravery and determination.
On April 17, 1982, after an uneventful transit during which the captain continued to train his crew and address mechanical issues, the submarine received a coded message. They were ordered to proceed to a waiting area designated as “Enriqueta,” located southeast of Golfo Nuevo, near the Argentine mainland and just north of the British-established Exclusion Zone.
The VM-8/24 computer is out of service
Initially, due to ongoing diplomatic negotiations, there were strict Rules of Engagement that limited the use of weapons, similar to those imposed on British forces. Weapons could only be used within the Maritime Exclusion Zone and after positively identifying a target, except in cases of submerged contacts, which were presumed to be enemy vessels.
Two days later, the VM-8/24 fire control computer on the ARA San Luis failed completely, despite the crew's efforts to repair it. Captain Azcueta later explained that the computer lost its display and the target panels became unresponsive to sensor commands. The crew attempted multiple troubleshooting steps, including checking power supplies and adjusting voltage levels, but the computer remained largely nonfunctional, though it could still operate in a limited emergency mode.
The fire control computer is critical for a modern attack submarine, as it processes sensor data, calculates firing solutions, and controls torpedo guidance. The VM-8/24 system on the San Luis could track and prepare solutions for up to three targets simultaneously, integrating sonar, radar, and periscope data to determine positions and vectors.
The computer’s failure was a severe blow, leaving the submarine unable to use its automatic fire control system. This limitation meant that the San Luis could only fire a single torpedo at a time, which had to be manually guided by the crew, significantly reducing the submarine’s combat effectiveness.
With the breakdown of the computer, according to the post-war report, there was:
Loss of the ability to automatically and instantly update the positions of the submarine, target and torpedo.
Loss of the ability to accurately calculate the Aiming Angle (Torpedo Course) and its instant update.
Poor precision of the manual guidance system dial (graduations every 5° by design)
Practical impossibility of estimating the position of the torpedo and, as a consequence, serious difficulty in introducing effective corrections.
The seriousness of the breakdown led Azcueta to break the traditional radio silence with which submarines move and inform his superiors. The Commander of the Submarine Force (COFUERSUB) recognized the problem, but decided not to withdraw the ARA San Luis from the waiting area, after assessing the convenience of having at least one submarine patrolling despite the limitations it faced.
According to doctrine, the failure of the computer implies a “low probability of impact” and, therefore, the use of torpedoes is “in case of defensive launches and if no other weapon is available”. Therefore, it was considered that the failure of the computer implied “that the fulfillment of the unit's mission would be practically unfeasible”.
Inside the San Luis, however, and despite knowing the new limitations with which they would go to war, they were somewhat optimistic. As Lieutenant Ricardo Alessandrini, the submarine's Chief of Armament, recalls: “The firing control computer was not operational and left us short of capacity in the waiting area. This limited the number of torpedo shots that could be controlled from the submarine. However, in the submarine force we often practiced the old-fashioned method of firing torpedoes using manual calculations and it was entirely possible to carry out a successful attack with good information about our target.”
That is, the S-32 crew would launch torpedoes using plottings and abacuses, in the same way that straight-running torpedoes were launched at short distances until the beginning of World War II.
Captain Azcueta also narrates: “As has been said, during the stay in the Enriqueta area, we took advantage of the stoppage to intensify the training in the different roles and to adjust ship values that we had not updated. Among them the so-called “cavitation threshold”. In a submarine, the speed at which its propellers cavitate (a fluid phenomenon that produces an undesirable and significant noise of its own), depends on the depth and increases with it. That is, if I increase the immersion plane, I can apply more speed without cavitating. With resignation we verified that, whatever the depth, up to 150 meters, we cavitated at 6 knots. This circumstance led me to be very cautious with the speed in the patrol area. It became evident that, despite the great effort of the student divers of the Diving School, the propeller had not been sufficiently cleaned. There was nothing to be done.
By April 26, the negotiations on the fate of the islands were practically closed. COFUERSUB (Command of the Submarine Force) decided to send the San Luis to the “María” patrol zone, located north of the islands. It arrived there on the 28th, not without danger.
In the afternoon of the same day, with the deterioration of the military and political situation, the S-32 received the order to destroy any enemy target if it found it within the Exclusion Zone around the islands: “From COFUERSUB to San Luis. I cancel restrictions on the use of weapons. All contact is enemy.”
Even with all the problems mentioned and a broken firing computer (the brain of the submarine), the San Luis would cover itself in glory in the days to come. Admiral Brown would have been proud of this brave Navy lad.
The first British Phantom (XT595) lands at the McDonnell plant in St Louis, Missouri in 1966.
The United Kingdom operated the McDonnell Douglas F-4 Phantom II as one of its main fighter aircraft from 1968 to 1992. The United Kingdom was the first export customer for the Phantom, which was ordered against the backdrop of political and economic difficulties in around British designs for the roles he eventually took on. The Phantom was acquired to serve with both the Royal Navy's Fleet Air Arm (FAA) and the Royal Air Force in various roles including air defence, close air support, low-level attack and tactical reconnaissance.
Although assembled in the United States, the UK's first Phantoms were a special batch built separately with a significant amount of British technology as a means of relieving pressure on the domestic aerospace industry in the wake of major project cancellations. Two variants were initially built for the United Kingdom: the F-4K variant was designed from the beginning as an air defense interceptor to be operated by the Fleet Air Arm (FAA) from Royal Navy aircraft carriers, and the F-version 4M was acquired for the RAF to serve. in tactical attack and reconnaissance roles. In the mid-1980s, a third Phantom variant was obtained when 15 second-hand F-4J aircraft were purchased to augment the United Kingdom's air defenses after the Malvinas War.
The Phantom entered service with both the FAA and RAF in 1969. In FAA service, it had a secondary attack role, while in the RAF it was soon replaced in the attack role by other aircraft designed specifically for attack. and close air support. By the mid-1970s the Phantom had become the UK's main interceptor, a role in which it continued until the early 1990s.
Introduction
Hawker Hunter de Havilland Sea Vixen
In the late 1950s, the British government began the process of replacing its first second-generation jet fighter aircraft in service with the Royal Air Force (RAF) and Fleet Air Arm (FAA). At the time, the British aerospace industry was still the main supplier of aircraft to the British armed forces and designs from several companies were in service. The 1957 Defense White Paper precipitated significant change in the industry when the Government forced major aerospace manufacturers to merge using new aircraft contracts as an incentive. As a result, two large groups emerged; The British Aircraft Corporation was formed by the merger of English Electric, Vickers-Armstrongs, Bristol and Hunting, and Hawker Siddeley was formed by the merger of Hawker Siddeley Aviation, Folland, de Havilland and Blackburn.
At this time, the RAF wished to replace the English Electric Canberra light bomber in the long-range interdictor role, and the Hawker Hunter in the close air support role, while the Royal Navy sought an aircraft to take on the air defense role. of the de Havilland Sea Vixen fleet. BAC, through its subsidiary English Electric, had begun developing a new high-performance attack aircraft, the TSR-2, which was intended for long-range, low-level strike missions with conventional and tactical nuclear weapons, as well as tactical reconnaissance. Hawker Siddeley was also developing the P.1154, a proposed supersonic version of its P.1127 V/STOL demonstrator, which could be marketed to both the RAF and Royal Navy to fulfill a number of roles: close air support, air superiority and fleet. air defense.
Plans for the single-seat RAF and two-seat RN variants of the P.1154.
In the early 1960s, aircraft development became increasingly expensive, causing large projects to often become mired in political and economic concerns. The TSR-2 project experienced increasing cost overruns. The P.1154 was subject to the ongoing inter-service rivalry between the Royal Navy and the RAF, which led to two wildly different specifications being submitted for the aircraft that were impossible to meet with a single airframe.
In February 1964, the Royal Navy withdrew from project P.1154 and moved to acquire a new fleet air defense interceptor. He eventually selected the McDonnell F-4 Phantom, then in service with the United States Navy (USN) as his primary air defense aircraft, intended to be operated from both existing and planned aircraft carriers. This suited the Royal Navy better, as the Phantom had two engines (providing redundancy in the event of engine failure), was cheaper than the P.1154, and was readily available. In October of the same year, a general election returned the Labor Party to power. The new government carried out a defense review, which led to the publication in February 1966 of a white paper that canceled several projects, including P.1154 and TSR-2. As a consequence, the government had to find alternatives to replace Canberra and Hunter with the RAF. To replace the Canberra in the long-range role (which was intended for the TSR-2), the F-111 was selected, with plans for a redesigned variant, while the roles assumed by the Hunter (for which P.1154 was acquired) would be carried out through an additional purchase of F-4 Phantom.
The Royal Navy was pleased with the choice of the aircraft as its Sea Vixen replacement, given that the type had been operational in the fleet air defense role with the USN since 1961. The US aircraft had also performed touch-and-landing -go successfully on both HMS Hermes and HMS Victorious. The RAF was less enthusiastic, as the Phantom was not optimized for the close air support role, and had been selected as its Hunter replacement more as a way to lower the unit cost of the overall UK order.
A trio of British aircraft carriers; Their small size meant that the Phantom would need major modifications to operate from them.
Partly as a means of maintaining employment in the British aerospace industry, an agreement was reached that the bulk of the UK's Phantoms would be built in the country. Hawker Siddeley Aviation was appointed McDonnell's principal UK partner in January 1965, to be responsible for repair, maintenance, design and modification work on Phantoms for the RAF and RN at Brough airfield. Additional work was delegated to both BAC, at its Warton facility, and Short Brothers in Belfast.
The F-4J variant, then the main version in service with the USN, was taken as the basis for the UK aircraft, subject to a major redesign. The most significant change was the use of the larger, more powerful Rolls-Royce Spey turbofan instead of the GE J79 turbojet to allow operations from smaller Royal Navy aircraft carriers. To accommodate the larger engines, BAC redesigned and rebuilt the entire rear fuselage section. The Westinghouse AN/AWG-10 radar carried by the F-4J was to be acquired and built under license by Ferranti as AN/AWG-11 for FAA aircraft and AN/AWG-12 for RAF ones. In total, about half of the UK Phantoms' airframe and equipment were produced by British manufacturers, and all components were sent for assembly by McDonnell in St. Louis. Changes to the aircraft led to the two variants receiving their own separate serial letters, with the FAA version designated as the F-4K and the RAF version as the F-4M.
Initially, there was the intention to acquire up to 400 aircraft for the Royal Navy and RAF, but the development cost of changes to accommodate the new engines meant that the unit price eventually ended up three times the price of an F-4J. Due to government policy, the budget for the acquisition of the Phantom was fixed, therefore these costs could not be offset by large production and only 170 were ordered.
Variants
A pre-production F-4K (XT597) from A&AEE
Prototypes
The British government ordered four prototypes (two F-4K and two F-4M), along with a pair of pre-production F-4K aircraft. The first UK Phantom, an F-4K prototype (designated YF-4K), first flew on June 27, 1966 at the McDonnell plant in St. Louis. The second made its first flight on August 30, 1966. The two pre-production F-4K aircraft were built alongside the prototypes and were initially used for fit testing of the various systems that would be installed. The first was used for catapult/lightning rod and deck landing tests, and the second was primarily for testing the radar and missile systems. All four were delivered to the United Kingdom from 1969 to 1970 for ongoing test work by the Aircraft and Armament Experimental Establishment (A&AEE), the MoD Acquisition Executive, Rolls-Royce and BAC (and later its successor , British Aerospace). The first F-4M prototype (designated YF-4M) first flew on 17 February 1967 and was also used for tuning checks prior to delivery to the United Kingdom.
F-4K Phantom FG.1
Royal Navy
In 1964, the FAA Phantom was ordered to serve as the Royal Navy's main fleet air defense aircraft, with a secondary attack capability. These aircraft were intended to operate from the decks of four aircraft carriers; Eagle and Ark Royal, which would be rebuilt to allow aircraft operation, and two new ships planned.
Un Phantom of 892 NAS on HMS Ark Royal in 1972. The tail fin symbol Omega (O) referenced the perception that 892 NAS would be the FAA's last carrier-based fixed-wing squadron.
British Fleet in the 1960s
Ship
Displacement
Length
Beam
Nr. aircraft
Notes
Ark Royal
54,000 tn
244.9 m
52 m
50
Eagle
55,000 tn
247.3 m
52 m
45
Major reconstruction in 1959–64
Victorious
36,100 tn
238 m
48 m
36
Major reconstruction in 1950–58 to allow operation of modern aircraft
Hermes
29,200 tn
227 m
44.0 m
28
Centaur
27,000 tn
225 m
37 m
26
Primarily used during the absence of other ships due to reconstruction
A US Navy Phantom performs a touch landing aboard HMS Hermes. Only the Eagle and Ark Royal were large enough to operate the Phantom successfully.
The heat from the Spey's afterburners required the installation of special water-cooled jet blast deflectors aboard Ark Royal to prevent major damage to the flight deck.
Requirements for the planned four-carrier force meant that five squadrons of Phantoms would be needed. However, in its 1966 Defense White Paper, the Government decided to cancel the two new carriers, leading to a reduction in the total order from 140 to just 48, with options for a further seven. The intention was to form a pair of frontline squadrons, each of twelve aircraft, which would operate from the remaining two heavily modernized aircraft carriers. The remaining 24 aircraft would be used to form a training unit and to provide a reserve group in case of aircraft losses.
The Royal Navy received its first F-4K Phantoms, carrying the British designation FG.1, in April 1968. They were assigned to 700P Naval Air Squadron (NAS), which would serve as the Intensive Flight Test Unit. Upon completion of successful flight tests, Naval Air Squadron 767 was commissioned in January 1969 as an FAA training squadron. This was followed in late March 1969 by 892 Naval Air Squadron, which was commissioned as the Royal Navy's first operational Phantom unit. During the initial work of 892 NAS, three of its aircraft took part in the Daily Mail Trans-Atlantic Air Race, a competition to commemorate the 50th anniversary of the first transatlantic flight. One plane set a record of four hours and 46 minutes for the west-to-east crossing between Floyd Bennett Field in New York City and Wisley Airfield outside London, a record that stood for five years.
At the same time as the FAA was receiving its first aircraft, the A&AEE sent three FG.1s to its 'C' Squadron for flight deck testing aboard Eagle. Two series of trials were successfully carried out in March and June 1969; the first comprised touch-and-go approaches and landings, while the second group of trials involved full catapult launch and arrested recovery. As a result of the Spey turbofans overheating, the ship's jet blast deflectors (JBD) were not used; Instead, a steel plate was attached to the deck to absorb heat from the engines being built for launch, and fire hoses were used after each launch to prevent them from melting.
The Ark Royal had been refitted to accommodate the Phantom in 1967; This involved a major rebuild, which included several elements to allow the ship to operate the aircraft: the flight deck area was increased and fully tilted to 8½°, the arresting mechanism was replaced with a new water spray system to accommodate the Phantom's increased weight and landing speed, and water-cooled flange receivers [iv] and JBD [v] were installed on the catapults. Once this work was completed, Eagle was scheduled to undergo a similar modernization. However, the planned phasing out of fixed-wing aviation in the Royal Navy led to the cancellation of the planned refit of the Eagle, and options for seven additional FG.1s were not taken up. As a result, it was decided to further reduce the FAA's Phantom fleet to just 28 aircraft.
In 1970, Ark Royal embarked 892 NAS as part of its air group for the first time, totaling 12 aircraft. The first operational use of Royal Navy Phantoms came in 1969, when 892 NAS embarked for training with the American aircraft carrier USS Saratoga in the Mediterranean and undertook air defense missions alongside the ship's own F-4Js. This deployment showed the need for the modifications installed on Ark Royal. During the initial Saratoga launches, the heat from the afterburners, combined with the increased angle of attack resulting from the extendable nose wheel, caused the deck plates to warp, causing subsequent catapult launches to be carried out. out with a reduced weight without the use of reheating.
During Ark Royal's first three-year commission, 892 NAS, which had initially used RNAS Yeovilton in Somerset as its base of operations, moved to RAF Leuchars in Fife where, during non-embarked periods, it undertook War Alert. Rapid Reaction (QRA). duties alongside 43 Squadron RAF. At the same time, 767 NAS was disbanded as a Royal Navy Phantom training unit; the squadron had been the joint training unit for the FAA and RAF in the use of the FG.1. In its place, an RAF-operated Phantom training flight was established at RAF Leuchars in August 1972.
The Phantom served with the FAA until 1978, when the Ark Royal was withdrawn from service, leaving no ships in the Royal Navy capable of operating the type. The final catapult launch from Ark Royal was a Phantom of 892 NAS on 27 November 1978 during the air group landing; The squadron's aircraft were delivered to RAF St Athan in Wales, where they were handed over to the RAF. During the type's service with the Royal Navy, 10 of the FAA's total fleet of 28 were lost in accidents.
Royal Air Force
Lightning F.6
Phantom FG.1
The Phantom had significant advantages over the Lightning as an interceptor in terms of range, avionics and weapons fit.
Following the cancellation of the planned refit of HMS Eagle to allow it to operate the Phantom, a total of 20 airframes that had originally been ordered for the FAA were diverted to the RAF to serve in the air defense role. At the time, the RAF's primary interceptor was the English Electric Lightning, which had relatively poor range, idle time and weapons tuning. These limitations hampered its effectiveness, especially in prolonged interceptions of Soviet Air Forces and Soviet Naval Aviation bombers and reconnaissance aircraft over the North Sea and North Atlantic. A new Phantom squadron was formed at RAF Leuchars, the UK's northernmost air defense base at the time, to take advantage of the improvements the Phantom provided over the Lightning: it could carry more fuel and consequently had better range and endurance. ; It was equipped with a more powerful radar; and could carry more missiles (up to 8, compared to 2 for the Lightning). On 1 September 1969, 43 Squadron was formed at Leuchars, operating as part of the UK's northern QRA zone alongside the Lightnings of 11 Squadron and 23 Squadron. In 1972, when 11 Squadron was reassigned to joining 5 Squadron at RAF Binbrook, it was replaced at Leuchars by the Royal Navy Phantoms of 892 NAS.
Following the withdrawal of HMS Ark Royal in 1978, the FAA Phantoms were handed over to the RAF and used to form a second squadron at Leuchars. At the time, 111 Squadron was stationed there operating the FGR.2 version of the Phantom, having been there since 1975. In 1979, to save costs resulting from the differences between the FG.1 and the FGR.2, the squadron became The ex-Navy aircraft and FGR.2 fuselages were distributed to other Phantom units. Following the conversion of 111 Squadron to FG.1, Phantom Training Flight, which had resided at Leuchars since 1972, was disbanded and responsibility for all Phantom conversion training passed to 228 Operational Conversion Unit.
Both 43 and 111 Squadrons retained the FG.1 until 1989, when they converted to the new Tornado F.3. Following the withdrawal of the two operational squadrons and the final withdrawal of the type from service, most of the RAF's FG.1 Phantoms were scrapped. The RAF lost eight of its FG.1s in accidents during the type's twenty years of service.
Operators (FG.1)
United Kingdom Experimental establishment of aircraft and weapons Royal Navy Naval Air Squadron 700P 767 Naval Air Squadron 892 Naval Air Squadron Royal Air Force No. 43 Squadron No. 64 (R) Squadron No. 111 Squadron Phantom training flight
F-4M Phantom FGR.2
A Phantom FGR.2 of 92 Squadron of the Royal Air Force in 1990.
Roles
Air defense interceptor
Low level attack
Close air support
National origin United States Manufacturer McDonnell Douglas First flight February 17, 1967 Introduction August 23, 1968 Retired November 1, 1992 Status retired Primary User Royal Air Force Produced from 1966 to 1969 Number built 118 (incl. 2 prototypes) Career XT852 - XT853 Series XT891 - XT914 XV393 - XV442 XV460 - XV501 XV520 – XV551 (cancelled)
Close air support
Following the cancellation of the TSR-2 and P.1154 programmes, the RAF was still left with a requirement for aircraft in long-range attack, close air support and reconnaissance roles. This resulted in orders for two types of aircraft, the General Dynamics F-111K, intended for the long-range interdiction role, and the F-4M Phantom, which would be used for close air support; both aircraft were to be equipped for reconnaissance. The F-111K was canceled within a year of being ordered, but the order for 150 Phantoms went ahead along with the Phantom order for the Royal Navy; the final 32 units of the RAF order were eventually cancelled. The RAF Phantom, which received the designation FGR.2, was very similar to the naval version, with some minor variations in terms of engines, avionics and airframe, related to its use as a land-based, rather than ground-based, aircraft. on aircraft carriers.
The first RAF Phantom unit was 228 Operational Conversion Unit, which was raised in August 1968. The Phantom entered operational service as part of Strike Command in May 1969, when 6 Squadron was formed at RAF Coningsby in the tactical attack role. 54 Squadron was formed in September of the same year, followed by 41 Squadron in 1972 as a tactical reconnaissance unit. Four other squadrons were formed under RAF Germany in 1970 and 1971: Squadrons 2, 14, 17 and 31, all at RAF Brüggen.
In addition to their conventional strike role, SACEUR assigned Squadrons 14, 17 and 31 a tactical nuclear strike role, using weapons supplied by the United States. After initial work, 2 Squadron operated from RAF Laarbruch in the tactical reconnaissance role. The aircraft assigned to the two tactical reconnaissance units was equipped with a capsule containing four optical cameras, an infrared line scan, and a side-looking radar. [67]
During the 1970s, France and the United Kingdom were developing a new aircraft that could fulfill the RAF's tactical strike and reconnaissance missions: the SEPECAT Jaguar was introduced into service in 1974 and led to a reconsideration of the Phantom's role as At the same time, over time, the Lightning's limitations as an interceptor were becoming more apparent. The conversion of the RAF's FGR.2 squadrons to operate the Jaguar, combined with the use of the Blackburn Buccaneer, meant that it was possible to begin transferring Phantoms to operate purely as interceptors in the air defense role.
Air defense
In October 1974, 111 Squadron converted from the Lightning to the Phantom FGR.2, becoming the first unit to operate the type in the air defense role (despite 43 Squadron, which had used the FG.1 version since 1969). ). As more Jaguars were delivered, more Phantoms were launched allowing existing Lightning squadrons to be converted; 19 Squadron and 92 Squadron, the air defense units deployed in Germany, converted in 1976 and 1977 respectively, at the same time as they moved from RAF Gütersloh, which was the RAF base closest to the East German border, to RAF Wildenrath, taking advantage of the Phantom's superior range over the Lightning. Three other UK-based squadrons, 23, 29 and 56, were also converted between 1974 and 1976. 111 Squadron, which had been the first unit to use the FGR.2 as an interceptor, was converted to the FG.1 version in 1979 after the transfer of the remaining Royal Navy airframes to the RAF. The Phantom subsequently served as the RAF's primary interceptor for over a decade until the introduction of the Panavia Tornado F.3 into service in 1987.
Initially issued to air defense units in grey-green camouflage (above), the RAF later adopted a pale gray color scheme for its Phantoms (below).
When the Phantoms were first issued to interceptor squadrons, they remained in the gray-green camouflage color scheme most associated with the attack and close air support missions they had undertaken. In the late 1970s the RAF began experimenting with new colors for its air defense units, with 56 Squadron tasked with testing the proposed new schemes. In October 1978, a Phantom FGR.2 of 56 Squadron became the first to be painted in the new air superiority gray colour, combined with small roundabouts and low visibility markings. However, although the roundel remained in low-visibility colors, the individual squadron markings eventually returned to more observable sizes and colors.
In May 1982, three Phantoms from 29 Squadron deployed to RAF Wideawake on Ascension Island to provide air cover for RAF operations during the Falklands War, replacing Harriers from 1 Squadron, which were in transit to the war zone. In October 1982, following the end of the conflict and the reconstruction of the runway, 29 Squadron detached nine of its aircraft to RAF Stanley to provide air defense to the Falkland Islands. In March 1983, 23 Squadron took over, remaining stationed there until October 1988, when they were replaced by 1435 Flight. To compensate for the loss of a full UK Air Defense Region squadron, the RAF acquired 15 ex-USN F-4J Phantoms. These aircraft were operated by 74 Squadron from 1984 until 1991, when they were replaced by FGR.2 Phantoms that had been released by other squadrons following their conversion to the Tornado.
Initially, Phantoms and Tornados were intended to serve side by side. A total of 152 Tornado F.3s were ordered for the RAF, enough to convert four squadrons of Phantoms and two of Lightning, but insufficient to fully convert all air defense squadrons. Squadrons 23 and 29 were converted from the Phantom FGR.2 to the Tornado between 1987 and 1988, along with the conversion of the last two remaining Lightning squadrons. The intention was to retain a pair of UK-based Phantom squadrons at RAF Wattisham, along with a pair of Tornado units at RAF Coningsby to provide air defense cover for the southern half of the UK Air Defense Region. Two other squadrons would also remain stationed in Germany.
However, the end of the Cold War saw the Phantom withdrawn from service according to the Options for Change defense review. This saw the disbandment of Operational Conversion Unit 228 in January 1991, with Phantom Training Flight, which had previously operated FG.1 training between 1972 and 1978, re-established for twelve months to conduct refresher courses on the type. As part of the gradual decline of the RAF presence in Germany, the two forward-based units were to be disbanded, while there would also be a reduction in the number of air defense squadrons leading to the disbandment of the two units. based in the United Kingdom in late 1992.
However, just before the final retirement of the Phantom, it was operationally recalled as a result of Operation Granby, the United Kingdom's involvement in the First Gulf War, when aircraft from 19 and 92 Squadrons to provide air defense cover in the RAF. Akrotiri; this was to replace the Tornados that had originally been deployed there on exercise and were subsequently deployed to the Gulf region. Following its final withdrawal from service, with a few exceptions, most of the RAF's FGR.2 fleet was scrapped. During its service life, 37 FGR.2s were lost in accidents.
Operators (FGR.2)
Royal Air Force
Close air support/tactical strike
No. 6 Squadron (attack command)
No. 14 Squadron (RAF Germany)
No. 17 Squadron (RAF Germany)
No. 31 Squadron (RAF Germany)
Squadron No. 54 (Attack Command)
Tactical reconnaissance
No. 2 Squadron (AC) (RAF Germany)
No. 41 Squadron (Attack Command)
Air defense
No. 19 Squadron (RAF Germany)
Squadron No. 23 (Attack Command)
No. 29 Squadron (Attack Command)
Squadron No. 56 (Attack Command)
No. 74 Squadron (Attack Command)
No. 92 Squadron (RAF Germany)
No. 111 Squadron (Attack Command)
Flight No. 1435 (British Forces Falkland Islands)
Training
No. 64 (R) Squadron (Operational Conversion Unit)
Phantom training flight (training unit)
F-4J (UK) Phantom F.3
F-4J (UK) Phantom F.3 A Phantom F.3 of 74 Squadron of the Royal Air Force in 1984.
Role: Air defense interceptor National origin: United States Manufacturer: McDonnell Douglas First flight: August 10, 1984 Introduction: October 19, 1984 Retired: January 31, 1991 Status: retired Primary User: Royal Air Force Produced: in 1984 Number built: 15 Career: ZE350 Series - ZE364
After the Malvinas War, the United Kingdom government began to improve the defenses of the Malvinas Islands to protect against any further recapture attempts by Argentina. One of the measures taken was the deployment of 9 FGR2s from 29 Squadron to RAF Stanley in October 1982, 23 Squadron took over the aircraft in March 1983. The move of a squadron of Phantoms to the Falkland Islands left a void in the UK air defenses and nothing immediately available to fill it. As a result, the UK government decided to purchase another squadron of Phantoms.
Because the aircraft in RAF service was a special production batch built to UK specifications, it would not be possible to obtain identical aircraft, so 15 airframes were acquired from among the best ex-USN F-4Js stored in Aerospace Maintenance and Regeneration. Center at Davis-Monthan Air Force Base in Arizona. The F-4J was chosen because it was the variant from which the RAF's F-4K and F-4M were developed and was therefore the closest available to the British aircraft. The 15 that were selected were extensively refurbished at the Naval Air Repair Facility at NAS North Island and brought to a nearly equivalent standard to the F-4S, which was the last variant in service with the USN, the only differences being the absence of leaders - edge slats and a helmet gun sight.
The main difference between the F-4J and the British Phantoms was the absence of the Rolls-Royce Spey turbofan, the former equipped with the General Electric J79-10B turbojet. This produced less power than the British engine, but had a faster afterburning light, giving it better performance at high altitude, at the expense of slightly poorer acceleration at low level. High altitude performance was aided by the reduced drag of its smaller air intakes. Initially capable of carrying the AIM-7 Sparrow and AIM-9 Sidewinder air-to-air missiles (AAM), they were soon made compatible with the Skyflash and SUU-23A weapons pod, bringing them in line with the rest of the RAF Phantoms. . . Despite modifications to allow them to operate with the rest of the fleet, the F-4Js retained most of the equipment they were originally equipped with, even requiring their crews to wear American flight helmets.
Although the new Phantoms were assigned a British designation as F.3, they were generally known as F-4J (UK). They were assigned to 74 Squadron at RAF Wattisham, which was raised in October 1984, two months after the first flight. The aircraft remained in service during the transition to the Tornado, which began entering service in 1987. In 1990, thanks to the conversion of F-4M squadrons to the Tornado, the RAF was able to transfer the best of its remaining FGR.2s to 74 Squadron, which meant that the F.3 could be retired in January 1991. With a couple of exceptions, all RAF F-4Js were scrapped. One of the 15 fuselages was lost in a crash in 1987, killing both crew members.
Users (F.3)
Role: Air defense interceptor National origin: United States Manufacturer: McDonnell Douglas First flight: August 10, 1984 Introduction: October 19, 1984 Retired: January 31, 1991 Status: retired Primary User: Royal Air Force Produced: in 1984 Number built: 15 Career: ZE350 Series - ZE364
No. 74 Squadron
Variations
FG.1 y FGR.2
RAF Phantom FG.1 with SUU-23/A gun pod
The Phantom FG.1 and FGR.2, as built, were similar, and were equipped with the same engines and avionics, although there were minor differences. The FG.1 was initially fitted with the Mark 201 version of the Rolls-Royce Spey turbofan, while the FGR.2 had the Mark 202; The Mark 201 had a degree of lag between throttle selection and engine response, which was corrected in the 202. The 201 was eventually upgraded to the Mark 203 version, which had a modified control system for the afterburner, which It allowed it to ignite faster and allow it to be applied quickly in the event of a bolter on the small decks of the Royal Navy aircraft carriers. Both variants were equipped with a license-built version of the Westinghouse AN/AWG-10 avionics package; the FG.1 was equipped with the AN/AWG-11, which differed primarily by having a nose cupola that was hinged and could be folded back against the aircraft's fuselage to allow storage in an aircraft carrier hangar; The system was designed to integrate with both the AGM-12 Bullpup missile and the WE.177 free-fall nuclear weapon as needed. The AN/AWG-12 fitted to the FGR.2 was non-foldable and featured a better ground mapping mode, to take into account the attack role for which the type was originally acquired; Allied to this was a Ferranti inertial attack/navigation system (removed when the type was converted to air defense role). It was also configured to be able to control the SUU-23/A weapons module; The FG.1s used by the RAF could also use the weapons pod, but the Royal Navy's FG.1s lacked this capability.
British Phantoms and other Phantoms
F-4K alongside a US Navy F-4J. This shows the extended nose wheel oil of the British aircraft, fitted to increase take-off attitude for operation on Royal Navy aircraft carriers.
Although there were minor differences between the two types of Phantoms built for the United Kingdom, there were many significant differences between the British Phantoms and those built for the United States. The most obvious was the replacement of the Rolls-Royce Spey turbojet with the General Electric J79 turbojet. The Spey was shorter but wider than the J79, which meant that the intakes of the British Phantoms had to be redesigned for higher airflow, making them 20% larger (with a consequent increase in aerodynamic drag) , while the fuselage was widened by 152 mm. The position of the afterburner also meant that the rear of the fuselage had to be made deeper. Auxiliary intake doors were installed in the rear fuselage.
Performance estimates of the British Phantom compared to its American equivalent indicated that the former had a 30% shorter takeoff distance, 20% faster climb to altitude, higher top speed, and longer range. The Spey was more efficient at lower altitudes and had better low-speed acceleration, giving the British Phantoms better range and acceleration, as demonstrated during the 892 NAS' deployment to the Mediterranean aboard USS Saratoga in 1969, when the F-4K was repeatedly faster on deck than the F-4J used by the Americans. It was less efficient at higher altitudes, the British Phantoms lacking speed compared to the J79-powered versions due to the increased drag of the redesigned fuselage. This discrepancy became apparent when the UK obtained the F-4J in 1984; It was considered the best of the three variants to serve in the RAF.
The small size of the Eagle and Ark Royal aircraft carriers, from which the Royal Navy Phantoms were intended to operate, compared to the USN aircraft carriers of the time, meant that the F-4K version required significant structural changes compared to the F-4J. from which he descended and which played a similar role. In addition to the folding nose radome to allow storage in the smaller hangars of British ships, it had to have significantly reinforced landing gear to account for the increased landing weight (British policy was to bring back unused ammunition ). The F-4J featured a nose wheel oleo that extended 51 centimeters (20 in) to provide the correct position for launch from American catapults. The F-4K's nose wheel oleo was extended by 100 centimeters (40 in) to increase takeoff attitude (the nose wheel extension placed the Phantom in a 9° attitude) due to the shorter British catapults. and less powerful. She was also fitted with droopy ailerons, enlarged leading edge flaps and a slotted tailplane, and an increased flap and leading edge blowout, all to improve the lift and operating handling characteristics of the much smaller aircraft carriers. of the Royal Navy.
As the Phantom continued in service, other changes were made, most notably Marconi's ARI.18228 Radar Warning Receiver (RWR) installed on top of the vertical stabilizer of the Phantom FG.1 and FGR.2. in the mid-1970s, but not for the F.
Comparison of aircraft produced in the UK
FG.1; 100 centimeters (40 in) telescopic nose wheel oil; hinged tip radome; wider and shorter engine exhausts; larger air intakes; deeper rear fuselage; Installing RWR on tailfin
FGR.2; without telescopic nose wheel; fixed nose radome; wider and shorter engine exhausts; larger air intakes; deeper rear fuselage; Installing RWR on the tail wing
F.3; 51-centimeter (20-inch) telescoping nosewheel oleo; fixed nose radome; narrower and longer exhausts; narrower air intakes; shallower rear fuselage; no RWR installation in queue
Aircraft production
The first batch of Phantoms produced for the UK received series in the XT range, with a total of 44 production models (20 FG.1 and 24 FGR.2), as well as the four prototypes and two pre-production models being delivered. XT. serial numbers. Most of the UK's purpose-built Phantoms were delivered with series XV. Hand examples (15 F.3) obtained in 1984 received serial publications in the ZE range. Phantom Locations
The RAF operated the Phantom from several bases in the United Kingdom, Germany and the Falkland Islands during its operational service, while the Royal Navy initially based its Phantom units at its main air station at Yeovilton; Following the dissolution of the FAA's dedicated training squadron, its only operational Phantom squadron subsequently moved to be based at the RAF base at Leuchars.
Bases used by Royal Navy and Royal Air Force Phantom Squadrons
Although the Phantom was ordered in 1966, the variants that were eventually built were not the first to be offered to the UK. McDonnell Aircraft had been conducting studies into the possibility of the Royal Navy using the Phantom on its aircraft carriers since 1959.
Other Spey-powered Phantoms
McDonnell concluded that more power than the J79 turbojet could provide was needed to operate from the smaller decks of the British carriers and, as a result, consulted Rolls-Royce as to whether the RB-168 Spey turbofan, then under development for its use on the Blackburn Buccaneer, could be installed on the aircraft. In 1960, McDonnell approached the RAF with its model number 98CJ, which was an F4H-1 (later F-4B) with various modifications, including the installation of the Spey Mk.101 turbofan. McDonnell continued studies, proposing afterburning Mk.101 engines in 1962, while tests of an F-4B fitted with an extendable nose wheel took place aboard USS Forrestal in 1963. In 1964, the company proposed the model 98FC, which was identical to the F Variant -4D but would have been equipped with the RB.168-25R.
RF-4M
A further proposal came after the F-4M order was finalised, and was a result of the UK's need for an aircraft to perform the tactical reconnaissance role. To do this, McDonnell offered two options:
The standard F-4M fitted with a reconnaissance pod in place of the centerline fuel tank
A modified fuselage, designated RF-4M, with reconnaissance equipment carried internally
Although the RF-4M would have had some advantages, it was discarded since the cost would have been higher, with the consequent purchase of fewer aircraft, while only those that had been modified would have been able to carry out the reconnaissance mission. Ultimately the RAF chose the standard F-4M and external pod, allowing all of its aircraft to perform all designated functions.
F-4 (HL)
Another McDonnell proposal was a variation of the carrier-based Phantom, aiming to improve catapult performance and reduce approach speeds. The F-4 (HL), also known as the Model 98HL, was planned as a Spey-powered aircraft with a longer fuselage and wingspan, less sweep, stabilizers with larger area, and air intakes with auxiliary doors to increase airflow. air at low speeds. This proposal was not carried forward.
Replacement
McDonnell Douglas proposed a variable geometry version of the Phantom, which was offered as a possible replacement for the Phantom.
In the early 1970s the RAF issued an Air Personnel Requirement for the development of a new interceptor intended to replace both the Phantom and Lightning. One of the first proposals was McDonnell Douglas' plan for a Phantom with a variable geometry wing. This was rejected by the RAF due to the fact that there appeared to be little improvement in performance over the existing Phantom, and that it could affect the development of the "multi-role combat aircraft" (MRCA). An alternative idea was to take the MRCA, which became the Panavia Tornado, and develop an interceptor version. The UK partners in the MRCA project showed no enthusiasm for this air defense version of the Tornado, so only the UK began the process, and authorization for what became known as the Tornado Air Defense Variant (ADV). ) aired in March 1976. The initial plan was for the Tornado to replace the two remaining Lightning squadrons, as well as the seven Phantoms squadrons.
While the Tornado was in development, the RAF considered interim measures to replace the Phantom, which had been in service for over a decade by 1980 and was beginning to suffer from fatigue; one proposal was the leasing or purchase of F-15 Eagles to re-equip the 19th and 92nd Squadrons, the units stationed in Germany. Other suggestions were that up to 80 F-15s be acquired, to replace the Phantom and Lightning squadrons that were in service, or even cancel the Tornado entirely and purchase the F-15 with UK adaptations (specifically for the AI.24 developed the Foxhunter radar for the Tornado and the Skyflash air-to-air missile).
The Phantom was replaced in its air defense roles by the Tornado (above) and the Sea Harrier (below).
Ultimately, the F-15 option was not seriously considered, as it was felt that there would be no time or cost savings over the Tornado ADV. It was later decided that the Tornado, once it entered service, would only re-equip three of the Phantom squadrons; two Phantom units would remain in the United Kingdom and two in Germany. Ultimately, the Tornado replaced the Phantom in four squadrons: the two FG.1 units at RAF Leuchars (43 and 111 Squadrons), plus two FGR.2 units (23 and 29 Squadrons), while 56 and 74 Squadrons, and the two Germany based units (19 and 92 Squadrons) retained the Phantom.
In 1963, the Hawker Siddeley P.1127 short take-off and vertical landing (STOVL) prototype made initial landings aboard the Ark Royal, while three years later the pre-production Hawker Siddeley Kestrel (which later became the Harrier), carried carried out a series of extensive tests of HMS Bulwark, which demonstrated the concept of using vertical landing aircraft aboard aircraft carriers. At the same time, the 1966 Defense White Paper had set out plans to withdraw all conventional aircraft carriers from the Royal Navy, which would end the FAA's operation of fixed-wing aircraft from ships at sea, becoming instead in an organization with rotating wings. Because 892 Naval Air Squadron was believed to be the last carrier-based fixed-wing squadron to be commissioned into the FAA, its Phantoms each had a capital letter Omega (O) on their tail fins, intended to symbolizing its place at the end of the Royal Navy's era of fixed-wing aviation.
However, in the 1970s the Royal Navy was developing what was known as the "Through Deck Cruiser", a 20,000 ton ship with a full-length flight deck intended to embark a squadron of large anti-submarine warfare helicopters. Almost as soon as the first ship, HMS Invincible, was ordered, another specification was added to the design: in addition to the helicopters, a small squadron of STOVL aircraft would form part of the air group to act as a long-range deterrent. reconnaissance aircraft. To this end, a navalized version of the Harrier was developed. During the life of the design process, the Sea Harrier's air defense role was augmented with responsibility for maritime reconnaissance and strike missions. In March 1980, 14 months after 892 Naval Air Squadron was decommissioned and its Phantoms handed over to the RAF, 800 Naval Air Squadron was formed as the first operational Sea Harrier squadron.
Aircraft replaced and replaced by the Phantom
Sir Sydney Camm, Hawker's chief designer for many years, once said that no British aircraft could be considered a success until it was able to match the capabilities of the Phantom. In the RAF and Royal Navy, it was the direct replacement in squadron service for a total of four different aircraft types, comprising nine separate variants. In turn, the Phantom was replaced in squadron service by three different aircraft (see table):
The following list details aircraft that were displayed after service with the Royal Air Force or Royal Navy. The remaining aircraft were lost in accidents or scrapped after retirement.
YF-4K (prototipo)
XT596 Fleet Air Arm Museum, RNAS Yeovilton, Somerset, Inglaterra.
F-4K
XT597 Bentwaters Cold War Museum, Woodbridge, Suffolk, England, not in display. XT864 Ulster Aviation Society, Maze-Long Kesh, Lisburn, Northern Ireland. XV582 South Wales Aviation Museum, St Athan, Wales. XV586 RNAS Yeovilton, Somerset, England – stored, not on display.
F-4M
XT891 RAF Coningsby, Lincolnshire, England. XT889 Kbely Museum, Czech Republic. Bentwaters Cold War Museum XT905, Woodbridge, Suffolk, England, not on public display. XT914 Wattisham Airfield, Suffolk, England. XV401 Bentwaters Cold War Museum, Woodbridge, Suffolk, England. XV406 Solway Aviation Museum, Carlisle Airport, Cumbria, England. XV408 Tangmere Military Aviation Museum, West Sussex, England. XV411 Defense Fire Training and Development Centre, Manston Airport, Kent, England, not on public display. XV415 RAF Boulmer, Alnwick, Northumberland, England. XV424 Royal Air Force Museum London, Hendon, London, England. XV470 RAF Akrotiri, Cyprus - stored and not on public display. XV474 Imperial War Museum Duxford, Cambridgeshire, England. XV497 Bentwaters Cold War Museum, Woodbridge, Suffolk, England, England.
F-4J (Reino Unido) ZE359 American Air Museum, Duxford Airfield, Cambridgeshire, England. Painted with USN markings. ZE360 Defense Firefighter Training and Development Centre, Manston Airport, Kent, England, not on public display.
Future preservation
In October 2019, the British Phantom Aviation Group announced plans to restore two of the remaining Phantoms that are not on public display, with the aim of finding display locations for them. In association with the 74 Squadron Association, the BPAG obtained ZE360, a Phantom F.3 stored at Manston in Kent, and one of two remaining examples, with the ultimate aim of displaying it in its original RAF markings. The other planned restoration is of XT597, one of two pre-production FG.1 aircraft that were used throughout their career by A&AEE. Once restored, this will be part of the BPAG collection.
Specifications (F-4K)
Royal Navy aircraft data since 1945
General characteristics
Crew: 2 Length: 17.55 m (57 ft 7 in) Wingspan: 38 ft 4.5 in (11.7 m) Height: 4.9 m (16 ft 1 in) Empty weight: 31,000 lb (14,061 kg) Max. takeoff weight: 56,000 lb (25,402 kg) Powerplant: 2 × Rolls-Royce Spey 203 low-bypass turbofan, 12,140 lbf dry thrust (54 kN), 20,500 lbf afterburner (91.2 kN) each
Performance
Maximum speed: Mach 1.9 (2,231 km/h (1,386 mph)) at 12,190 m (40,000 ft) Ferry range: 2,816 km Service ceiling: 60,000 ft (18,300 m)
Armament
Air defense 4 × AIM-7 Sparrow or Skyflash in the fuselage gaps plus 4 × AIM-9 Sidewinders and 2 × Sparrow/Skyflash in the wing pylons SUU-23/A weapons pod on center pylon (RAF aircraft only) Strike Up to 180 68mm SNEB unguided rockets; Mix of 500 lb, 750 lb and 1000 lb delayed or free fall bombs Tactical nuclear weapons B28/B43/B57
Avionics
Ferranti AN/AWG-11 multimode radar
Marconi ARI18228 Radar Warning Receiver
Marconi AN/ASN-39A Computer
AN/ARN-91 TACAN distance/bearing navigation system
Cossor IFF
STR-70P radio altimeter
The F.3 retained a high degree of American equipment and was longer, lighter and faster at altitude. The FG.1 and FGR.2 were virtually identical, with the only significant difference, apart from those already mentioned, being the FGR.2's ability to carry the dedicated reconnaissance capsule built by EMI and containing the following:
Frigate
Captain Fernando María Azcueta speaks to his crew during the 1982 war
patrol. The beard indicates that they had already been at sea for quite a
few days
