Phantom to Hornet Pilot Interview | Tug Wilson (In-Person Part 1)

[@Aircrewinterview]

Pick up Tug's book, ‘The Confessions of a Phantom Pilot’ here - amzn.to/3grjXR2

[@darrenhillman8396]

I have a copy and its an interesting and entertaining read!

[@Farweasel]

Its fkn brilliant ..... Serial binge drunks achieve great things with huge skill & good humor (despite rather a large number of W anchors in senior ranks being total TWA teas). It was unavailable because they didn't print enough but the second print run is now on sale. Best book I've read for ages ..... You feel like you're there The only deficit is there's no glossary for a thousand and two abreviations which Tug sometimes forgets to explain

[@moochoman9948]

Are his books available in paperback?

[@marka5102]

Very humble, really honest and self depreciating in parts (i.e., not a natural pilot, imposter syndrome etc.). Great iv, thank you!

[@taxus750]

Fabulous interview with a bloke who's humble and knows his stuff. Looking forward to Part 2.👍

[@Aircrewinterview]

Thank you

[@mikeck4609]

Loved listening to this guy talk. It’s great when a guy is that excited to talk about his experiences. As an American, I’m always happy to hear how our British pilot cousins are treated when they exchange over: treated as one of the guys off the bat and “brought into the fold”

[@Aircrewinterview]

Yeah Tug is great in front of the camera.

[@Thetequilashooter1]

Incredible humble person. I am sure he’s better than he pretends to be. One thing for sure is that he is the kind of guy that want on your team.

[@pdevery65]

My favorite one yet; such a humble, and relatable man. Thank you for your service sir.

[@chrishewitt4220]

I'm a 92 Brat Lightnings... but my old man's service has left a deep affinity with the squadron.

[@dave-2099]

A great Interview as always, Mike. I’ve just read both books by Tug Wilson - Confessions of a Phantom Pilot and Confessions of a Flying Instructor, thanks to these interviews. As an SAC in Ops Wing at Coningsby back in the day, I always wondered what the "grow bags’" lives were actually like - much rowdier than my life as an airman! Lots of interesting stories about sharing the cockpit with certain personalities, which I can relate to in my current role flying a regional turboprop. Keep up the brilliant work!

[@ainsleystones4600]

Fab interview. Always lovely to hear how modest these chaps are.

[@Aircrewinterview]

Cheers

[@matthewmcgee]

Popped on to KZbin to see if there was anything interesting, just as a new Aircrew Interview got posted!

[@Aircrewinterview]

Hope you enjoy!

[@matthewmcgee]

@@Aircrewinterview Looking forward to part 2!

[@bjjace1]

This guy is incredible. This interview is top 5 for me. Love it.

[@Aircrewinterview]

Cheers Matty.

[@bill8784]

Brilliant interview. Totally evocative. Made me feel like I was in the aircraft. 👏👏👏

[@Aircrewinterview]

Glad you enjoyed it Bill.

[@darrenhillman8396]

What a great guy! I could listen to him for hours! Great question set, too. Nice one!

[@Aircrewinterview]

Cheers Darren.

[@helgan35]

If you haven't read Tug's book yet, you really need to - it's that good. Been looking forward to this interview and have thoroughly enjoyed it, thank you!

[@Aircrewinterview]

Thanks very much

[@villiamo3861]

Brilliant interview. What a top man - really engaging; and well done you for providing the space for him to tell us this superb stuff! Thanks.

[@jedibusiness789]

I was with the first F18 squadron (VFA 125) in Lemoore, CA 1980 Power Plant shop. Saw a F4 driver with a 3000 hour patch and asked how the 18 performed. He relayed it was all he could do to get behind a Hornet, once there a 200 hour F18 pilot would, in a matter of seconds, be on his six. That first year many problems with fuel tanks leaking, engine changes in 20 minutes (not pulling components off like F4). Maintenance hours per flight was lower than F4. The one insane thing was removing the generator. It took over an hour to loosen two long screws for the cover plate and four nuts for the leads. That changed to 5 minutes when Mac Air repositioned the AMAD fuel oil heat exchanger and hydraulic servicing along the fuselage freeing up space. Throttle screens became a bitch when clogged with lint. And wing fuel transfer ejectors rubber flap fail (tear). In addition by 87 engine mounts were cracking due to the vertical stabs flexing (air burbling off the LEX. Overall it was an easier aircraft to maintain than the A7-F4-A6. And add the digital platform was easily upgraded.

[@troyledbetter6597]

Thanks phor a splendid interview with Tug! I’m looking forward to part two!

[@Aircrewinterview]

Thanks Troy.

[@blech71]

Great interview with amazing insight. I especially like the details on each exchange program.

[@mickhall88]

Got a bit misty eyed at the mention of the Church Fenton airshow

[@peterlewellyn2389]

Another great interview with a great guy.

[@philadams92]

Great interview, retrospectively loved my cold war days, our armed services were shut hot across them all with fantastic caricatures. Great aircraft types too!

[@ftc9258]

WOW!!! Could anyone articulate the well-known nose authority of the F-18 in the knife fights inside the telephone booth better than him? Thank you for yet another great interview.

[@Aircrewinterview]

Cheers

[@tomcook5813]

F4 is a great looking plane

[@dougstitt1652]

Good interview ! good old el toro

[@Aircrewinterview]

Cheers Doug.

[@mikewysko2268]

Wonderful interview. Thanks for sharing your aviation life adventures with us.

[@Aircrewinterview]

Thanks Mike.

[@BladeRunnerC]

Wow! What a brilliant interview. Thank you.

[@Aircrewinterview]

Cheers Ian.

[@maclayton28]

Brilliant Interview and recently finished Tugs book and a great read

[@Aircrewinterview]

Cheer mate.

[@thefrecklepuny]

Great interview as usual.

[@Aircrewinterview]

Thank you

[@Mako2-1]

Thank you so much for not being scared to interview different crew in the same bird. The many perspectives and insights are mind blowing to me.

[@Aircrewinterview]

Totally agree

[@ericmiddleton8367]

Fantastic interview Mike!

[@Aircrewinterview]

Cheers Eric.

[@manuwilson4695]

"...it just looked like it was a war machine"...ABSOLUTELY!...The Phantom.✊

[@georgesheffield1580]

The close up fighting happens when your sensors don't pick up a boogy at distance where your latest missiles take care of the enemy while you get out range

[@tectorama]

Great interview

[@thunderstruck5484]

Great interview, what a cool guy , thanks!

[@shirleydrury5565]

One of the best multirole air craft ever . Sadly mist but much enjoyed 😊😊❤

[@davidsmith8997]

I'm surprised he didn't mention its limited range, which is perhaps its most widely known weakness. Still, that was a brilliant interview. Great job Mike and Tug!

[@LRRPFco52]

Coming from Phantom, he wouldn't notice though.

[@davidsmith8997]

@@LRRPFco52 LOL, fair enough!

[@theflyingfool]

Cracking interview!

[@Aircrewinterview]

Cheers Steve.

[@paulgibbons2320]

Had a picture of a phantom with this paint scheme firing a canon pod in my room as a kid.

[@faraztanvir4641]

Great job as always Mike , would love to hear some more interview from Pakistan air force pilots.

[@Aircrewinterview]

Thank you Faraz.

[@tfbond8687]

Truly a riveting interview. Never felt the desire to fast forward. Looking forward to more with Tug. Also, it would be interesting to know how experienced the pilots were on the reserve unit he served on in the U.S. Were they former combat pilots who Tug was able to glean valuable insights from?

[@HerbertDuckshort]

As my old RAF boss used to say prior to an official bollocking; “ Your hat…..my office. Now ”. ( “wearing your hat” when seeing the boss entailed saluting and standing to attention therefore you knew you were in serious sh1t.

[@charlesmoss8119]

I love the idea of a ‘not natural pilot’ hanging F16 out to dry by getting a Hornet to hang near stationary in the air!!

[@gone547]

The F-4 will always be the 'Phantom of the Opera'.

[@ingoos]

F-18 story starts at @28:30 BTW, any interviewee thoughts about DCS?

[@pfrstreetgang7511]

Most F4 pilots were just like this gentleman....it wasn't an easy fighter to get comfortable flying and required commitment. "Unforgiving". Nice to hear from a pilot that doesn't present himself as a god and "oh ya, it was a dream to fly".

[@alistairgraham8073]

Great

[@airplanes42]

When he mentions the engine problems, he glosses over the fact that the J79s were replaced....

[@ClavinForehead]

What’s the jet in the background?

[@ClavinForehead]

Tornado, nevermind

[@stephencoles5991]

I couldn't pick it either. I reckon the nose shape is distorted by the lens. Stupidly I already recognised swing wing, single tail and not F111. Not too many options remaining.

[@Aircrewinterview]

Tornado F3

[@joeds3775]

Fast

[@2ZZGE100]

F-18's biggest well-known weakness is the energy addition rate due to high drag and lack of thrust. It tends to bleed energy very quickly under high sustained G. It has great AoA capabilities with nose authority, which is why it performs well in slow speed environment especially below 100 knots, but it does not hang well with high thrust fighters in a vertical scissors or in sustained turning where it cannot sustain the energy at max G.

[@joaopatriciogusmao-zj5wf]

Tug Wilson good organization Airforce Security Nation

[@karlnicholls1784]

Enthralling.....

[@KRGruner]

Great interview. However, he over-rates the F-18 by quite a lot. Great jet, but for one thing, quite short ranged (by western standards) - which led to the need for it to be replaced by the super Hornet - and under-powered (by 4th gen fighter standards). These are not trivial issues (especially the range/endurance, which was a detriment to the US Navy's carrier cycle and made use of the two-seaters in carrier ops practically impossible). IMO, the F-16 is superior in all respects except low-speed handling, and judged by export numbers, I'm not the only one who thinks so. Also had to laugh at the statement that he could not go to F-16s since he was coming out of fighters, implying the F-16 is ground attack only. Reality is the F-16 is at least as multi-role as the F-18.

[@koc988]

You've flown both I take it so you're a better source, why not hop on the ACI to share your story?

[@LRRPFco52]

From Phantom into Hornet, you gain some combat radius. USAF Viper squadrons were heavily-strike focused, with SEAD coming into the task set at the time on top of interdiction, CAS, and CSAR. F-15Cs were purely A2A, no emphasis on A2G really, which drove Viper community into 2-tank bomb truck drivers, who would get in some BFM when and if they could. USMC didn't have F-15Cs flying OCA/DCA for them within their service mission set tastings, so they spent a lot of time doing it all. Very capable A2A guys. Even though the Viper manages and recovers energy better than a Hornet, sustains 9G, and has measurably-better combat radius, it would be more fun for an A2A guy in a Hornet squadron I think.

[@KRGruner]

@@koc988 I only flew the Viper, but I did fly against Hornets more than once. I also know F-16 pilots who did exchange tours on F-18s. So while not an expert on the F-18, I know enough to back up what I wrote here. As to sharing my story, I guess you don't know how to search ACI. Been there, done that (like 6 videos total, I think).

[@KRGruner]

@@LRRPFco52 Not so. In fact, even in more air-to-ground oriented squadrons, we did about 40% air-to-air training (mix of BFM, ACM, and DACT). But there were (and are still today) F-16 squadrons who are primarily air-to-air. Yes, mostly in the ANG, but still. And having fought in the Viper against USMC Hornets, I can tell you they were definitely NOT better at air-to-air. You have to remember that the Marines see their air assets as flying artillery, first and foremost. Totally in support of infantry. Their focus is 1) CAS and 2) AI (Air Interdiction). Period. Yes, they also do some air-to-air, but less than most F-16 units do (on average). Finally, untrue that you gain range going from F-4s to F-18s. The F-4 could fit in the normal carrier cycle (1:45), not so the Hornet. F-18s had to be the last ones to launch and first to recover, and even then, they needed tankers to even get close to fitting in. Forget about the two-seaters (they have less internal fuel).

[@LRRPFco52]

@@KRGruner I'll defer to your experience. Do you think that was still true at the time of this guy's exchange? I know there were Viper units whose primary focus was CAS, like the guys in Korea. Other Viper units in USAFE were focused on tactical nuke delivery, and could barely get in impromptu intercepts and BFM on their return legs. I think this guy saw a higher BFM and intercept sortie rate because of being at Miramar and the mistaken paint scheme=adversary scenarios he described.

[@VictorLopez-cu6qn]

Great interview. Hornet's drawback, short legs.

[@tacoenvy]

Brilliant Interview Mike!

[@Style-plus-renovations-NZ]

Great interview

[@Aircrewinterview]

Thanks.