Chapter 17
Day 7: 0630 Z: Whiteman Air Force Base, Missouri
Sixty-five miles southeast of Kansas City is the sprawling Whiteman Air Force Base. It is the home of seventeen of the USAF B-2A Spirit bombers. Another B-2A is located at Edwards Air Force Base in California. It is involved in a testing program.
The B-2A stealth bomber does not operate from any other base in the world. It will sometimes operate temporarily from a “forward operating location” as it did during the Second Gulf War. The unique handling requirements and the secrecy of its missions require that the B-2A flies to and from its target(s) from Whiteman AFB. The missions are long and very tedious for the crews that fly the B-2A Spirit.
To accomplish these lengthy mission assignments, multiple aerial refueling must be accomplished during the day and night. A lot of coordination with the 305th Air Mobility Wing from Joint Base McGuire-Dix will be required to accomplish the seven thousand, five hundred nautical mile mission to Iran and then return to Whiteman AFB.
Inside their special hangers, two B-2A bombers have been loaded with eight: AGM-154A-1 JSOW (Joint Stand-off Weapons) into one of the two internal bomb bays. In the other bomb bay, four Advanced Anti-Radiation Guided Missiles (AGM-88E AARGM) are loaded on a specially modified Rotary Launcher Assembly.
It’s a beautiful sunny day in central Kansas; surface temperature is seventy-two degrees with a light wind out of the North. Major Rick Stabler, aircraft commander of the lead bomber has received his final orders to attack Natanz and Qom from his commander, Brigadier General Van Kepler.
Major Stabler’s B-2A will lead the attack on the anti-aircraft batteries at the nuclear enrichment facilities at Natanz and the early warning and anti-aircraft radar sites at Isfahan. The other B-2A is under the command of Lt. Colonel Warren Bradley will attack the anti-aircraft batteries at the Fordo nuclear facility and the anti-aircraft batteries located near Noushabad. Both Major Stabler and Colonel Bradley are veterans of Operation Enduring Freedom.
The first two aircraft will depart about two hours ahead of the second flight of two B-2As. The bomber’s flight plan will take them across the United States, out over the Atlantic Ocean above of the North Atlantic Oceanic tracks to avoid any commercial trans-Atlantic airline traffic. They will cross over Lajes in the Azores with an in flight refueling over the Mediterranean Sea before entering Turkish airspace. They plan to return by a northern route and refuel again over the North Sea between Scotland and Iceland. These are not the most efficient routes but they will avoid any transatlantic traffic and the Central European airspace.
The other two B-2A Spirit stealth bombers are each being loaded with the twenty foot long; precision guided thirty thousand pound Massive Ordnance Penetrator (MOP): GBU-57 A/B. They will fly the same routes as the first two B-2As but will arrive over Natanz and the Fordo facility after the first B-2As and the Israeli UCAVs have destroyed the Iranian Air Defense Forces anti-aircraft radar and batteries.
The ground shakes and the rumble from the four General Electric F-118-GE-100 turbo-fan engines can be felt as the stealth bombers accelerate and lift off for their fourteen hour flight to Iran. The flight crews know that they will be going up against the most advanced integrated anti-aircraft defense system in the Middle East. These aircraft have never been up against the Russian S-300 anti-aircraft system but feel confident that they can defeat its detection/acquisition and tracking radar with their aircraft’s stealth characteristics.
“Spirit 101, climb to and maintain Flight Level 450,” the Departure Controller says, “Contact Kansas City Center, UHF 384 or124.1. Have a good flight.”
“Roger, UHF 384, Good Day,” replies Major Stabler. Major Stabler contacts Kansas City Center and checks in. Things are quite busy during the climb to altitude but will settle down for the long flight tonight. He thinks about what they will face tonight and the men that are depending on him and his airplane. He switches from the VHF to UHF radio and calls the Center Controller.
“Kansas City Center, Spirit 101, on UHF 384, climbing to FL450,” says Major Stabler.
“Roger, Spirit 101, Loud and Clear, maintain FL 450,” replies the Kansas City Center Controller.
When the Spirit 101 flight gets leveled off at FL450, Major Stabler rechecks the B-2A’s Flight Management System (FMS) computer to make sure that the ETA (estimated time of arrival) at Natanz will be exactly 2030Z. Once the FMS has been updated, it will send the newly calculated data for the required power settings to the engine computers and autothrottles.
0730Z: Jomo Kenyatta Airport: Kenya
Colonel Raymond and his men have been served a big breakfast in the hanger. They moved inside at 0600Z and began arranging their equipment and supplies inside the An-74TK. The rear ramp is opened and they are rehearsing their exit out the rear ramp of the aircraft. Then they put on the one point eight meters wide Gryphon wing pack to become comfortable with their movement in this aircraft. This dress rehearsal is very important since these men have never jumped from the An-74TK and want to be as familiar as possible. The engine’s noise and wind will make speaking in the aircraft almost impossible so Colonel Raymond conducts his briefing, now.
Colonel Raymond advises, “I will exit the aircraft first, and each man after me will jump to the left or the right of the previous man. It is as we practiced in the C-130 so make sure that you do not get in the wake turbulence of the person in front of you. We will attempt to make our drop zone at this dry riverbed that is located just west of the compound on this secondary road. This target is just south of the main highway that goes from Natanz to Kashan.” He points to a satellite photo that shows the intended drop zone.
He points to the riverbed. “We will use this riverbed to approach the nuclear facility if our agents are not able to pick us up with a commandeered military truck.”
“Depending on our groundspeed, we will try to get as close to this riverbed as you can. There is a petro stop on the highway about one and a half km northwest from our drop zone. We should be able to see it and the road as we approach our drop zone. It lies at the base of the Karkas Mountains. We will make our approach from the northwest to stay away from the mountains. So we should glide right over the petro stop. Set your GPS to N33.73.07, E51.69.57. Attempt to land on the east side of this road. If we are not able to make it to the riverbed, our transponders will be able to locate each other. And as a backup, in case your GPS is damaged; go to the petro stop on the highway. That is where our agents will be waiting for our call. As soon as you land, dig a hole and bury the wing pack and make your way to this position. This road leads to the highway and petro stop, if you get separated.”
“OK, check your radios and weapons, now, one last time, and then pack them in your wing. We have done this jump many times before so that part will not be new. Do you have any questions?” asks Colonel Raymond.
As the men are checking their equipment, the Captain of the An-74TK, walks up to Colonel Raymond and hands him a message that he just received. “Colonel, when you get a moment; will you come up to the cockpit. I have received both flight plans and would like to review them with you,” says the Captain of the Antonov.
Colonel Raymond reads the message and calls his men together. It is a message from the IDF Headquarters. “Our agents will be waiting at the petro stop near the drop zone. It looks like everything is set. OK, let’s get ready to leave,” says Colonel Raymond. His men give him a nod of approval and board the aircraft.
Colonel Raymond goes up to the cockpit to check the flight plans. He comes back to the cargo area and tells his team that flight plans look good and they will have favorable tail winds for their glide into the drop zone. That should easily get them to the position that they have planned on.
The pilots complete their pre flight duties and the Radio Operator comes back and closes the ramp. He returns to the cockpit and tells the Captain that the cargo area is secure. The Captain gives the ground crew the thumbs up signal and the doors
to the hanger are opened. The aircraft tug operator pushes the AN-74TK out of the hanger and waits for the signal to disconnect. The Captain sets the parking brake and gives the signal to disconnect the tug and tow bar. The ground crew pulls the landing gear safety pins and displays them to the Captain.
There is a light rain falling this morning as it does so often on the high plains in Kenya. The winds are light with a scattered layer of clouds at one thousand, five hundred feet and broken clouds at eight thousand feet. The temperature is nineteen degrees C, which is good for the performance of the Antonov at this altitude and take-off weight.
0830Z: Jomo Kenyatta Airport: Kenya
“Kenyatta Ground Control, Kalean Air request engine start-up and ATC clearance,” requests the Antonov’s Radio Operator with a Russian accent. He will use this accent all day since their flight plan will take them to Tbilisi, Georgia.
“Kalean Air, Kenyatta Ground; Start up approved, QNH 1006 using Runway 06. Stand by for ATC,” says the Ground Controller.
The Ground Controller calls Nairobi Control to verify the flight plan approval and departure time coordination. Since some dollars were exchanged early that morning, there is no problem getting a clearance out of Kenya’s airspace. The biggest problem will come from the Mogadishu’s Air Traffic Controllers. But it won’t present too much problem since Somalia does not have an air force. The pilots just hope that the Russian engines do not develop any problems over Somalia’s airspace. They do not want to divert to any airport there.
The Captain and First Officer begin the starting sequence for the AN-74TK. When the Captain completes the engine start, he asks the Radio Operator to request a taxi clearance to Runway 06.
Just then the Kenyatta Ground Control calls.
“Kalean Air, Kenyatta Ground, I have ATC when ready to copy,” advises the Controller.
The Radio Operator replies “Go ahead, Kalean Air is ready to copy ATC.”
“Kalean Air is cleared to OMFJ, flight plan route, AVITU2D, AVITU, UA405, FL 300, Squawk 4112.” The First Officer confirms the route with the Captain and the Radio Operator calls the Ground Controller.
“Roger, Kalean Air cleared flight plan route, AVITU2D, AVITU, UA 405, FL300, 4112, over,” reads the Radio Operator.
“Kalean Air, read back correct, taxi to holding point Runway 06,” advises the Controller. “Call the Tower on 119.1.”
The Captain gives the signal to the ground crew, salutes and begins to taxi. The First Officer checks his side of the aircraft and gives the Captain the all clear signal. The Captain calls for the Taxi checklists and the First Officer reads and performs the items listed.
The Radio Operator repeats the taxi clearance and calls the Tower Controller. “Kenyatta Tower, Kalean Air will be fully ready at the end of Runway 06.”
The Tower Controller replies, “Kalean Air, cleared for take-off Runway 06, winds 080 at 10.”
The Radio Operator reads back the clearance, “Cleared for take-off.”
Colonel Raymond and his team get settled in for the six hour flight to Fujairah International Airport in the United Arab Emirates. The Antonov is a noisy aircraft and the pressurization is marginal but he tries to put these thoughts out of his mind and concentrate on the mission. After about an hour, the Colonel eases into a light sleep.
1200Z: Natanz, Iran
The Captain of the Guards has taken Yosef and the engineers outside again today. The northwest winds have been blowing the dust around today, reducing horizontal visibility and irritating the eyes and lungs of everyone that has to work outside today. Most of the workers use their smagh to cover their faces as much as they can to protect their upper respiratory systems. The Israeli engineers do not have these scarfs so they try to keep their faces turned away from the dusty wind.
Colonel Radan has decided to visit the engineers during their exercise today. He speaks to a few of the engineers and decides that it is not a good idea to have the men outside with so little protection. He gives the Captain the order to take the men back inside. He watches as the men are taken back to the entrance tunnel that leads to the underground facilities.
1230Z: RAF Mildenhall
A single USAF B-52H (call sign: Reach 56) is taxiing for departure on Runway 11. It is from the 2nd Bomb Wing based at Barksdale Air Force Base, Arkansas. It has twelve Raytheon AGM-129A Advanced Cruise Missiles on two external pylons located under its wings. This is the latest version cruise missile with stealth qualities.
The B-52’s mission today and tonight will be to help destroy the Imperial Iranian Air Force bases and runways in the Iranian Western Area Command. It will also send cruise missiles to the Administration buildings at the Natanz and the Fordo nuclear facility.
The AGM-129 ACM has a 2000 mile range, so the B-52 does not have to expose itself to the Iranian Air Defense Forces anti-aircraft batteries. It can just “shoot and forget” over Turkey.
1300Z: Tehran, Iran
In an apartment in Tehran, the two Mossad Metsada agents are getting prepared to leave. They will be driving south on Highway #7, the Tehran-Qom Freeway to Kashan Airport, located east of Kashan. They have a rented Hillman Hunter that is parked in a garage near their apartment. It should take them approximately three hours to drive to Kashan.
The highway to Kashan is like most highways in the Middle East. There are just a few toll booths and very few police. But to be on the safe side, they have hidden their handguns in the car. They were able to acquire these handguns from their contacts in Iran.
During their previous trips to Kashan, the agents have found that the IRGC has made a temporary military truck park there. Their plan is to wait till it gets dark then steal a military truck and a couple of Artesh uniforms and dump the Hillman. Then they will drive to the petro stop and wait for Colonel Raymond to call them from the drop zone.
The agents leave their apartment, separately, and walk towards the rented garage. One walks ahead and the other agent is following at a distance to see if the other agent is being followed. It is a technique that they use to watch for any MOIS agents. One of the Israelis agents will get the car, while the other watches and waits. If anything does not look good, he will call the other agent and they will abandon the mission. That is why Lt. Colonel Raymond has a backup plan.
1430Z: Fujairah International Airport: UAE
On the southeast coast of the United Arab Emirates is the city of Fujairah. Unlike the other major cities in the UAE, Fujairah is located on the Gulf of Oman. The International Airport has a major air cargo facility with various air freight aircraft from all over the world. Most of the air freight in this part of the world is carried in old, cheap Russian built aircraft. Most of this freight is hauled to and from the third world countries of Africa and Central Asia.
At the end of Runway 11, on the southeast side of the airfield is an overflow ramp for the freighter aircraft. The Antonov AN-74TK of Kalean Airways fits in well on the ramp and does not draw any attention from the airport authority or any of the other low budget freight haulers that occupy the ramp space there.
As the AN-74TK taxis into its assigned parking position, a Toyota van and a fuel truck arrive. A Pakistani man steps out of the van with paperwork in his hands and walks over to the fuel truck. He is the handler for this flight. He was screened and hired by the company that operates this aircraft. He speaks to the man in the fuel truck and the fueling process begins.
The pilots finish their shutdown procedures and the Captain gets out of his seat to open the front passenger door. Colonel Raymond and his team stay very quiet as the aircraft is being fueled. This freighter’s cargo will not be inspected and no one will leave or board the aircraft except the Captain. He walks over to the handler and signs for the fuel and takes the paperwork for the next leg of the flight. The Captain looks over the flight plan and stands by while the fuel truck operator completes the refueling.
After the refueling is completed, the Captain makes sure that the refueling panels are secure. He ma
kes a walk around inspection of the aircraft. When he is satisfied, he gives the Pakistani man the thumbs up and boards the aircraft. He closes the door and asks Colonel Raymond to come to the cockpit to check out the route for the flight to Tbilisi.
“Colonel, it will be two hours and fifteen minutes to DISEL intersection. How much time do you need to prepare before your jump?” asks the Captain.
“We will need about thirty minutes notice to get our equipment ready and begin prebreathing our oxygen. We would like to start depressurizing the cargo area about fifteen minutes to go and open the ramp about five minutes before reaching DISEL. This will give us time to adjust our ears and eyes. Will you give me an updated Winds Aloft report just before we reach the drop point,” replies Colonel Raymond?
“Yes, as you can see by the forecasted flight plan, the winds will be from the southwest for the most part. We will keep you posted with the updates from our GPS. Do you have any questions,” asks the Captain?
“No, Captain. I just want to thank you and your crew for helping us. We could not have done this without the help from your company and the United States government. Hopefully, we will meet again someday and I will be buying the beer. I will go brief my men, now,” says Lt. Colonel Raymond.
“You are most welcome, Colonel Raymond, and best of luck to you. I look forward to that day and will be very happy to accept your offer. We will be departing at exactly 1615Z. If you need anything, please let me know.”
1500Z: Gulf of Oman
The sun is just starting to go down over the ocean. Vice Admiral Pickett has positioned the Fifth Fleet’s Carrier Strike Group One about fifty nautical miles east of Muscat, Oman. He has received the final orders to attack tonight and has passed the orders to the other commanders in the Strike Group.
Captain Sidney Jenkins is preparing to give a battle briefing to his Executive Officer and his Staff. They have assembled in the Executive Officer’s Briefing room.
“Gentleman, Admiral Pickett has received the final orders to begin the attacks. We have been assigned to attack the anti-aircraft radar and surface to air missile sites at Bandar Abbas, Jast and Chabahar. I am assigning the EA-18Gs “Growlers” from VAQ-132 to destroy these sites. They will be escorted by the F/A18E/F “Hornets” from VFA-66 and VFA-17. Admiral Pickett has ordered our X-47B UCAV squadron to attack the IRGC Navy fleet that is operating about sixty nautical miles to the northeast of us. They have their missile Frigates Alvand and Velayat with ten Houdong class missile crafts following them. They are armed with the Chinese C-802 Anti-Ship Surface to Surface Missiles and the “Ghader” cruise missile. We need our three X-47Bs to use its stealth to destroy as many of these vessels as we can before they can launch those missiles at us. Are there any questions?”
No one has any questions since they have been training for this day for a long time. Captain Jenkins states, “This is not an exercise. Gentleman, this is the real thing. So get back to your commands and prepare to launch at 2010Z. Ok, let’s break for mess and brief your commands. Our final briefing will be at 1930Z. We will meet here at that time.” The officers stand and salute as Captain Jenkins leaves.
There is very little conversations as the officers leave to assemble their commands. The mood is almost somber because each commander knows that this action is going to change the world and their lives. This is their job and they must do as they have trained. They will be depending on their ability to surprise the Iranians to minimize their losses. They leave to have their dinner and prepare for the battle briefings.
1615Z: Fujairah International Airport, UAE
“Fujairah Ground Control, Kalean Air, request engine start up,” requests the Radio Operator.
“Kalean Air, start up approved, visibility 3000, winds 130/10, QNH 1012, Runway 11,” replies the Ground Controller.
The Captain signals to the handler that he is ready to start his engines. The handler gives the Captain the all clear signal to start engine number two. He holds up one hand with two index fingers and rotates the other hand. He repeats the signal for the number one engine by holding one finger up this time. After the engines are started, the Captain gives the signal to pull the chocks that are holding the wheels. The Handler puts the chocks in his van and waves goodbye. The Captain calls for the after engine start checklist from the First Officer and asks the Radio Operator to call for a taxi clearance.
“Fujairah Ground, Kalean Air requests taxi and ATC.”
“Roger, Kalean Air, taxi to holding point Runway 11. Kalean Air is cleared to UGTB, DARAX1N, DARAX, N440 MOBON, Flight Level 300, squawk 2887,” says the Ground Controller.
The Radio Operator reads back the clearance and the Ground Controller says, “Contact the Tower on 118.2.”
“Roger, 118.2,” replies the Radio Operator.
The Captain and First Officer also make note of the clearance and verify that it is the same as is on their flight plan.
Before beginning the taxi to Runway 11, the Captain turns to the Radio Operator and says, “Once we are airborne, contact the Iranian ADIZ (Air Defense Identification Zone) and I will talk to Fujairah Tower and Dubai Radar. We will be in the Iranian airspace in ten minutes after we take-off.” The Captain turns back around and calls for the Taxi Checklist and adds power to begin rolling.
The First Officer completes the checklist and the Captain tells the Radio Operator to call Fujairah Tower and tell them that, “we are ready for take-off.”
“Fujairah Tower, Kalean Air is fully ready for take-off,” advises the Radio Operator.
“Line up and wait, Runway 11, awaiting ATC coordination with Dubai Radar,” says the Tower Controller.
A few moments later, the Fujairah Tower Controller clears the Kalean Air AN-74TK for take-off. The Captain relinquishes the aircraft controls to the First Officer and says, “You have the aircraft and I have the radio.”
The First Officer adds take-off power and the AN-74TK begins rolling down the runway.
The Captain is monitoring the engine instruments and airspeed indicator. When the airspeed indicator reads 120 km, he calls, “V1 (decision speed).”
The First Officer takes his left hand off the throttle and puts it on the control wheel. When the Captain calls “Rotate”, the First Officer begins to pull back on the control wheel and the nose gear lifts off the runway and the aircraft begins to climb.
The Tower Controller calls, “Kalean Air, contact Dubai Radar, 134.85, have a nice flight.”
The Captain replies, “Roger, 134.85. Ma’asalama.”
“Ma’asalama”, replies the Tower Controller.
“OK, contact Tehran ADIZ and I will call Dubai Radar,” says the Captain.
“Dubai Radar, Kalean Air, is airborne off of Fujairah, climbing to altitude three thousand, squawk 2887.”
“Roger, Kalean Air, radar identified, climb to Flight Level 150, turn right, direct to DARAX, contact Emirates Control 112.4,” instructs Dubai Radar.
“Roger, cleared to Flight Level 150, direct DARAX, Emirates Control on 112.4, Ma’asalama,” the Captain reads back and switches the radio frequency.
“Emirates Control, Kalean Air, climbing to Flight Level 150,” advises the Captain.
“Roger, Kalean Air, climb to and maintain Flight Level 300,” replies Emirates Control.
“Kalean Air, climb to Flight Level 300,” reads back the Captain.
The Radio Operator has tuned in Tehran ADIZ on the number two radio and is informing the Iranian Air Traffic Controller of the Antonov’s position, speaking with a Russian accent, “Tehran ADIZ, Kalean Air, climbing to Flight Level 300, direct DARAX, estimating MOBON at 1625, squawk 2887.”
“Roger, Kalean Air, Tehran ADIZ, radar identified, you are cleared into Tehran ADIZ, maintain Flight Level 300. Contact Tehran on 135.12, when released by Emirates Control,” replies Tehran ADIZ.
“Roger, maintain Flight Level 300, 135.12, when released, Kalean Air,” the Radio Operator reads back.
The Captain has been monitoring th
e number two radio and calls Emirates Control, “Emirates Control, Kalean Air, radio contact with Tehran ADIZ, request release.”
“Kalean Air, Emirates Control, you are released, contact Tehran Control, 135.12, Ma’asalama,” replies Emirates Control.
“Roger, Tehran on135.12, Ma’asalama,” reads back the Captain. He turns to the Radio Operator and advises him that he has the radios and to contact Tehran Control.
The Radio Operator takes over primary communications for the flight, now. In his best Russian accent, he calls Tehran Control, “Tehran Control, Kalean Air, climbing to Flight Level 300, direct DARAX, estimating MOBON at 1625, squawk 2887.”
The Tehran air traffic controller for the Southern District replies, “Roger Kalean Air, cleared flight plan route, maintain Flight Level 300.”
“Roger, Tehran, maintain Flight Level 300,” reads back the Radio Operator.
The Captain says to no one in particular, “Good, so far so good!”
1630Z: Joint Base Balad
Inside the hanger where the Harop and Harpy Killer Drones were stored last night; the Israeli technicians are making the final preparations for their launch. The technicians are programming the UCAVs to loiter over the Iranian airspace from Isfahan to Qom. The latest US Air Force satellite intelligence photos indicate that this is where the mobile S-300PMU-1, the TOR-M1E and Pantsir-S1 mobile surface to air missile sites have been sighted. The UCAV’s mission will be to destroy as many of these anti-aircraft radar sites and batteries as they can before the USAF and Israeli planes arrive.
The Harop operators will be watching for the mobile S-300 batteries. These are the most lethal to the stealth aircraft. If they can find an S-300 battery, the Harop will loiter until it turns on its radar or 2030Z, whichever happens, first? The Harpy Drones will be waiting for the TOR-M1E and Pantsir-S1 to turn on their arrayed radar units and then attack.
Captain Hart, the CV-22B crews and Captain Ray’s Delta Force “B” Squadron have assembled in a remote area of the hanger to review their plans. Captain Ray has worked with the 23rd Special Operations Squadron before and knows the crew members. He has the highest regard for these pilots and crews and is confident that they will get his men to and from Natanz as safely as possible.
Lt. Colonel Erikson has sent the latest intelligence reports and the proposed flight plan route to Captain Hart. Captain Hart is speaking to the men and explaining the mission’s specifics.
“Gentlemen, we are going to take an indirect and longer route into Iran to avoid the scattered early warning surveillance radar sites. Flight time is calculated at just less than one and a half hours. The Iranians will be looking for an attack to come from the northern side of the Karkas Mountains. That is where they have concentrated most of their air defenses. We will fly on the southwest side and cross over the mountains through a pass just southeast of the city of Natanz. We will approach the nuclear facility from that direction. Two ships will approach the helicopter pads inside the compound for the insertion of Captain Ray’s team. These two ships will be designated as ships 1 and 2. Captain Ray and his men will fast rope off the rear ramps. Then these two ships will depart the helipad while the Delta boys secure the area for Lt. Colonel Raymond and the engineers. When Lt. Colonel Raymond calls, three ships will approach the helipads for the extraction. These aircraft will land. This will be our most vulnerable and difficult time. The other two ships (designated 4&5) will act as support and backup in case anything happens to the first three. The landing area will be dusty, visibility will be minimal and we will probably be taking fire. Be extremely alert, stay out of range of their small arms and watch for their shoulder fired missiles. Flight crews, you have your routes to load into your FMS. We will exit Natanz by the same route that we will use on the way in. We will be departing at 1900Z. Stay low, follow the terrain and maintain radio silence unless absolutely necessary. Do you have any questions?”
No one answers so he nods to Captain Ray. “Ok, check your equipment one more time and get something to eat,” says Captain Hart. He waits for his men to disperse. Captain Ray and the two Israeli commandos come over.
“Stan, we will be able to get you to Natanz but getting to the helipad is going to be the problem. I am sure that we will have to come in hot. Hopefully, the B-2s and the drones will take care of most of the anti-aircraft batteries around the compound,” Captain Hart says.
“Maybe the aerial attack will make them keep their heads down as we approach the helipads. If not, we have a backup plan,” says Captain Ray.
He turns to the Israelis, “men, we are going to have a window of only about 5-10 minutes at most in the area before the Iranians IRGC can get mobilized. I hope that your commander will be waiting with the engineers.”
Both men nod. They understand how precise this operation has to be and know that Lt. Colonel Raymond is an expert at being precise and on time.
1700Z: Incirlik Air Base, Turkey
At Incirlik Air Base, on the north side of the field, twelve F-22A Raptor fighter jets are parked in hardened shelters being prepared for their mission tonight. Each aircraft is being armed with eight precision guided: GBU-40 SDB (Small Diameter Bombs). These are the newest version SBD bombs that have a thermal seeker and radar with automatic target recognition for tracking mobile targets. With the deployable wings, the Raptors are able to release the bombs up to fifty miles away from their targets.
American satellite intelligence photos have indicated that the Iranians have moved most of their fighter squadrons to the Western Command to defend their nuclear facilities.
The F-22’s mission will be to prevent the Iranian Air Force from interfering with the rescue operation and the eventual bombing of the Natanz and other nuclear facilities. They will also have to destroy the six JY-14 surveillance radar sites and their anti-aircraft batteries. The destruction of the runways of the Imperial Iranian air bases in the Western Area Command will be the job for the B-52 launched cruise missiles and USAF F-15E and F-16s from Joint Base Balad. It is not the intent of the United States or Israel to inflict harm on the Iranian people or their infrastructure.
There are forty-one active SAM (surface to air missile) sites in the Islamic Republic of Iran. The Iranian Air Defense forces has scattered their radar and launch sites, mostly in the western and southern regions. There is not much overlapping of the coverage. They have instituted a point defense mode to protect key installations like air bases, port/coastal installations, oil facilities, and nuclear facilities.
The Mehrabad Air Base and the Imperial Iranian Air Force Headquarters at Doshan-Teppeh Air Base are located near Tehran. These bases will be heavily defended with the older Sayyad 1, a Chinese supplied HQ-2 (Hongqi-2) medium to high altitude surface to air missile; the Ghareh, an upgraded S-200, a Russian supplied long range strategic surface to air missile; the Mersad (Ambush), a reversed engineered Raytheon Hawk surface to air missile system with the “Skyguard” (pulse band search and tracking radar system) and dozens of Swiss made Super Fledermaus (FC) radar guided GDF-002 with 35mm anti aircraft cannons. Two F-22A fighters are assigned to these bases.
The other five F-22 fighter teams have been assigned to the Vahdati Air Base at Dezful with the Mersad surface to air missiles, Shahrokhi Air Base at Hamadan with the Mersad and Ghareh SAMs, Tabriz Air Base with Mersad SAMs, Khatami Air Base at Isfahan with the Sayyad and the Mersad, and Sayyad, possibly the Ghareh and TOR-M1E surface to air missiles at Omidiyeh Air Base. These air bases will also have numerous GDF-002 units and countless numbers of Russian made SA-7 and possibly the newest SA-24 Man- Portable Air Defense Systems (MANPADS) located in their vicinity.
The Raptors will also be armed with two AIM-9 M/X and two AIM-120C AMRAAMS missiles. If any Iranian Air Force aircraft are able to get airborne, the Raptors have their air to air missiles and a Vulcan 22mm cannon to fight with. These pilots are relying on their stealth, maneuvering and the E-3C AWACS to destroy the Iranian Air Force’s ability to defend their airspace against th
e Israeli and American bombings.
If any of the enemy’s fighters or cruise missiles is able to slip through the “outer zone”, the AESA (Active Electronically Steered Arrays) equipped F-15C, F-16C/D and F/A-18E/F fighters will be ready to attack. Like the F/A-22A, these F-15s, F-16s and F-18s will be carrying the improved AIM-120D AMRAAM radar guided air to air missiles.
On the other side of the field, the two KC-10 Extender tankers and an E-3C Sentry AWACS is parked and being readied for departure. The E-3C AWACS pilots are calling for their taxi clearance and ATC clearance to Riyadh, Saudi Arabia (at least that is the destination listed on its IATA flight plan). This AWACS has been designated as the airborne warning and battle control management for the USAF fighters, cruise missiles and Captain Hart’s CV-22 Ospreys. It will depart ahead of the fighters and tankers so that it can be in position over Iraq when the bombing starts.
The E-3C Sentry will fly south down the same airway that the commercial airliners use. It will proceed towards Kuwait and then turn southwest towards Saudi Arabia. Once it is out of Iranian ATC radar coverage it will rejoin the airway northbound. By this time the F-22 and B-2As should be making their approach to Iranian airspace. A couple of F-16E/F fighters from Joint Base Balad will join the AWACS on its way back north to provide protection on its flight over Iraq, tonight.