big safari commander

• Geopolitics
• Non State Actors
• Organised crime
• Intelligence School

Ingush Liberation Army: Russia’s Latest Separatist Group?

Is russia going to withdraw from the black sea, dzhokhar dudayev battalion: chechen fighters in ukraine, haiti under siege: a 12-month security forecast, new zealand intelligence community (nzic), terrorism in the philippines: 12-month outlook, big safari: the us air force’s marriage with private acquisition.

1.0 Introduction:

In the world of military aviation, innovation and adaptability are essential to maintaining an edge over potential adversaries. The United States Air Force (USAF) has consistently pushed the boundaries of technology, and one program that has played a pivotal role in achieving this is the Big Safari program.

Founded in 1952, Big Safari has been at the forefront of the rapid acquisition and modification of aircraft, enabling the US Air Force to respond quickly to emerging threats and operational requirements. The purpose of Big Safari was to marry talent and technology from private industry with the US Air Force’s evolving portfolio of requirements during the Cold War.

Big Safari was very much a product of the contest between East and West. It gave birth to aircraft which are fascinating in their own right and have become household names. In this article, we will explore the success, development and controversies surrounding Big Safari.

2.0 Mottos, Symbols and Patches:

The following is a cursory overview of the mottos, symbols and patches associated with Big Safari. There are two variations of patches associated with Big Safari, one blue and one tan. The tan one is illustrated below.

There is no official motto printed on the Big Safari patch. Overall, there is no official motto associated with Big Safari. After the program was reactivated in 2006 as the 645th Aeronautical Systems Group, the US Air Force still did not award the program a motto. The emblem was officially approved by the Pentagon in 2021 [ source ]. On top of this, there is no official explanation of the symbolism of the patch.

3.0 History:

In 1952, the United States found itself in an increasingly crowded threat environment. Although the fight against fascism led the United States into a brief partnership with the Soviet Union, the spirit of amicability dissipated rapidly. Soon, the USSR imposed an Iron Curtain across the breadth of Europe and the Korean Peninsula turned into a shooting gallery. The nucleus of what eventually became Big Safari began with USAF Brig. General Walter Wise [source]. General Lauris Norstad, then the commander of US Air Forces in Europe, found himself in need of an aircraft which didn’t exist. In order to peer across the Iron Curtain, General Norstad needed a totally new reconnaissance aircraft capable of performing intelligence-gathering capabilities. In order to quickly develop this new aircraft, Air Force Chief of Staff Hoyt Vandenberg convened a series of meetings with high-level Air Force officers to develop a system which would allow the Air Force to procure the needed systems to rapidly give birth to special projects. To quote one of the Air Force generals involved in the inception of the Big Safari program, George Rhodes:

“There wasn’t anything common with what we were doing. We sat down and said OK: if we are going to do this, the first thing we have to do is to have procurement procedures that permit us to designate the contractor”.

The need to quickly procure contractors for special projects was at the heart of Big Safari’s purpose from the very beginning. The effort was initially envisioned as a 5-year program [source]. Rhodes established 8 separate guidelines which would govern the procurement of contracts and acquisition of new technology. Two of these guidelines stand out above the others. The first was that was not to be any set limit to budgets. The second was that every special project would be closed off to general personnel of the USAF [ source ]. In early 1952, responsibility for carrying out these tasks fell to the Air Material Command, under which Big Safari was initially organized.

3.1 Later History and Reorganization:

The program was reorganized in 2004 and officially activated as a part of the 645th Aeronautical Systems Group in 2006 [ source ]. During its history, Big Safari went on to create the Rivet Joint program of reconnaissance aircraft and support ELINT, MASINT, IMINT and GEOINT intelligence collection efforts throughout the Cold War [source]. A major early contracting partner with the Big Safari program was Convair. Per Rhodes’ guidelines, all development took place at the Convair plant in Fort Worth from 1952 to 1961 [source]. Throughout the duration of these efforts, US Air Force personnel were absent from production efforts. Big Safari is probably the best example of private industry and military necessity for this reason. The Pentagon appears to have fully delegated the task of developing mission-critical aircraft. In this sense, it could very well be described as the origin of what President Eisenhower contemporaneously called the military-industrial complex.

4.0 Organization:

The Big Safari program was initially placed under the direction of the Air Material Command. The AMC was a major command of the newly formed USAF which handles the procurement, logistics and technical requirements of USAF aircraft. During the Kennedy Administration, the Department of Defense underwent a reorganization through a process similar to the Base Realignment and Closure (BRAC) system [ source ]. The AMC was split into the Air Force Logistics Command and the Air Force Systems Command. Big Safari worked closely onwards with Systems Command [ source ].

In 1992, these 2 commands were once again recombined into the AMC. Big Safari was eventually reactivated in 2005 after a hiatus of unknown length, though it is likely that the program was inactive from the late 1970s till the late 1980s [source]. It was in 2005 that Big Safari explicitly became the 645th Aeronautical Systems Group. The 645th is subordinated under the 303rd Aeronautical Systems Wing. Reportedly, the National Air and Space Intelligence Center provides a certain degree of input into the decision-making process at Big Safari [ source ].

5.0 Notable Aircraft:

There are literally hundreds of aircraft which were developed by Big Safari or received some degree of input from the program. They are too numerous to list in exhaustive form here. Rather, we will focus on a select number illustrating the program’s driving mantra. The program almost exclusively focused on reconnaissance and surveillance aircraft.

5.1 PIE FACE:

PIE FACE was the very first aircraft which fell under the Big Safari umbrella. The Air Force initially partnered with General Dynamics – Convair in order to streamline the procurement of aircraft for special ISR missions, and PIE FACE was the first dry run of this effort. What General Norstad realized in early 1951 was that the USAF’s ISR platforms were not well equipped to image East German and Soviet military formations and equipment moving into Berlin. While we do not know the specific limitations of the Air Force’s previous imaging equipment, given the nature of what was developed in PIE FACE, we can surmise that image resolution was far too poor for the purpose. The Air Force tasked an engineering team at Harvard University to develop a monster of a camera.

The team at Harvard developed a 20-foot-long camera lens, equipped with a pair of reflective mirrors and a huge F-8 lens. At the time, this was the largest camera installed in an aircraft [ source ]. A camera of that size would need a comparable airframe. The 2 units, known as Bertha and Betsy Mae, would come to use the largest roll of film ever ordered from Kodiak in the entire history of that company [ source ]. The only aircraft which was suitable at the time to host this immense array of optical equipment was the KC-97A. The aircraft was upgraded with structural modifications that could support the enormity of the camera. The PIE FACE aircraft was also equipped with 3 K-17 optical instruments [ source ]. PIE FACE went on to fly multiple ISR missions along the Berlin Air Corridor.

5.1 SARA JANE :

In 1954, Soviet premier Khrushchev visited the United States in an effort to thaw growing tensions and East-West rivalry [ source ]. American intelligence officials were reportedly convinced that Khrushchev’s Tu-114 was being used to photograph American military installations as it flew in [ source ]. Even if it was or was not true, it gave birth to the concept of SARA JANE. The idea was to convert C-54E VIP transport aircraft into ISR platforms that could fly over enemy installations in plain sight and under the guise of a diplomatic mission.

The entire project was obscured in an extra level of secrecy at Convair’s facility in Texas [ source ]. In total, 14 P2 cameras were fastened into the wings of the aircraft in fuel-tight pockets. These P2 cameras were complimented by a suite of additional lenses manufactured by Fairchild. Rather ingeniously, engineers added a mechanism that would dump fuel if the panels covering the cameras were removed. The design was designed to be totally covert, so much so that if if anyone ran an X-Ray over the wing, the mechanism would be hidden. The pilot was able to trigger pneumatic doors which covered the lenses from the cockpit, allowing the flight crew to activate the ISR suite at their discretion [ source ].

The two SARA JANE aircraft were stationed across West Germany and were probably utilized as Embassy support aircraft. One aircraft was used to fly supplies to the US Embassy in Moscow. According to retired USAF Colonel Dan Gareri, a Soviet officer accompanied the crew on this flight. By use of a covert inter-phone panel installed in the crew cabin, US personnel were able to secretly trigger the ISR suite without the knowledge of the Soviet minder [ source ].

5.2 NANCY RAE :

Beginning in the early 1960’s the need for large, heavy strategic bombers to deliver nuclear payloads over Soviet or American cities was beginning to wane. This was due in part to the addition of two new arms of the nuclear triad, submarine-launched ballistic missiles (SLBMs) and intercontinental ballistic missiles (ICBMs). Commensurate with that shift, however, was the growing need to monitor Soviet ICBM tests with highly advanced sensors aboard intelligence aircraft. NANCY RAE was an early attempt to fill this intelligence gap. The aircraft initially was an unmodified KC-135 which underwent extensive upgrades at the Big Safari facility in Texas [ source ].

The sensors aboard NANCY RAE can be broadly classified into 2 different varieties, optical sensors and ELINT sensors. These sensors would measure not only the trajectory and irradiance of the ICBM’s reentry but also ground communication from Soviet naval assets or ground forces. According to one crew member on NANCY RAE, the crew practically lived on the aircraft while it was deployed in Dakar, Senegal [ source ]. Col. Bill Grimes, a major figure in the Big Safari saga, was deployed on NANCY RAE during it’s later flights.

NANCY RAE had a prolific career. It’s 40-strong crew gained the title “Ali Baba and the 40 Thieves”. This name reflected the uncanny ability of NANCY RAE to grab sensitive Soviet communications. The aircraft’s mission profile was so successful that President Kennedy was given weekly briefings on the data gathered by the aircraft [ source ].

5.3 SPEED LIGHT BRAVO:

SPEED LIGHT BRAVO provides an excellent glimpse into exactly why the Big Safari program existed in the first place. On 9 August 1964, Soviet Premier Nikita Khrushchev issued an alarming proclamation. He asserted that the USSR was fully capable of building and detonating a 100-megaton nuclear bomb. This was a shocking amount of destructive firepower. In order to prove his claim, he announced that the USSR would conduct a test of a warhead at a 50-megaton yield. Reportedly, this announcement caught the immediate attention of researchers at the Los Alamos Laboratory in New Mexico [ source ].

The team at Los Alamos had a sensor array capable of monitoring the gigantic explosion, but no suitable aircraft to carry it close to the detonation site. A request was put in with Fort Worth and Big Safari to load this sensor array onto a JKC-135A. This particular aircraft had been outfitted with lead lining in limited areas, making it suitable to monitor the single largest explosion in human history [ source ].

Between 22 and 27 October, 1964, SPEED LIGHT BRAVO was received and outfitted with the relevant sensors, a mere 5 days [ source ]. This is probably the best example which highlights the purpose of the Big Safari program. A team of researchers identified a need. The military stepped into the connect their technology with a private contractor, in this case Convair, and the contractor delivered a finished product in less than a week. Reportedly, the Air Force was told to push the project through and deal with the paper work later [ source ].

On 30 October, a Soviet Tu-95 bomber dropped a nuclear payload over Sukhoy Nos on Severny Island. This payload was dubbed BIG IVAN, but it is better known as the Tsar Bomba. The device was intentionally blunted so that it would only detonate at 50 megatons. The detonation was so massive that the nuclear blast created a shockwave the repelled against the earth, such that the fireball never actually reached the ground [ source ]. SPEED LIGHT BRAVO was damaged by the sheer heat of the event and totally irradiated, although the crew appeared to be unaffected by the extreme radiation [ source ]. Nevertheless, the aircraft was eventually scrapped after it was deemed un-airworthy. SPEED LIGHT BRAVO unintentionally flew far to close to the blast zone [ source ].

5.4 PEE WEE 1-3:

The PEE WEE program stands out amongst other Big Safari endeavors due to the close cooperation of the Pakistani Air Force in it’s implementation. Originally a set of B-57 Canberra bombers, these aircraft played a vital role in surveillance of Soviet missile launches out of Kaputsin Yar. The US Navy had a poor track record of honoring commitments made to Pakistan and India, repeatedly crossing over into restricted airspaces of either country. Accordingly, Islamabad told the US Navy it was no longer welcome in Peshawar [ source ].

After a series of discussions with the Pakistani’s, the United States ultimately came into a comprised arrangement. Pakistan would allow for the resumption of intelligence gathering air operations with aircraft piloted by Pakistani officers. Moreover, the Pakistani’s would be responsible for the upkeep of the aircraft [ source ]. The bomb bay of the aircraft was fitted out with a sensor capable of receiving missile telemetry and the nose cone was elongated to accommodate a dual set of phased array S-band antennae [ source ]. Sensors were installed for radiation detection [ source ]. PEE WEE I and PEE WEE II were operational for little more than a year until the introduction of PEE WEE III.

When the USSR shot down Gary Powers and his U-2 spy plane in 1960, President Eisenhower instituted a moratorium on high-altitude reconnaissance flights over the Soviet Union. PEE WEE III attempted to reinstate that mission profile. PEE WEE III was a complete redesign of the B-57’s airframe. The wingspan was doubled to an impressive 121 feet. Two additional engines were added, a set of Pratt and Whitney TF-33-P-11 Turbofan engines. These were far more powerful than the previous Wright J-65 Turbojets. To complement this increased power, two Pratt and Whitney air-started J60-P-9 turbojets were mounted under each wing and could be detached from the cockpit [source]. In addition to this, the cockpit was modified to fit two crew members wearing purpose-built pressurized suits to sustain the crew at high altitudes. A newer ejection seat system was also installed. Because of the high importance that this program entailed, Big Safari was given free rein to avoid cumbersome regulations and bureaucratic fancies to finish the aircraft on time [ source ].

Alongside Soviet missile tests, it is probable that PEE WEE aircraft were used to collect intelligence on Chinese nuclear activities as well. At least one PEE WEE III aircraft was significantly damaged during the 1965 Indo-Pakistani War [ source ].

5.5 RIVET DIGGER:

With the introduction of the Limited Test Ban Treaty in August of 1963, the global environment was given a respite from the deleterious effects of atmospheric nuclear testing. However, Cold War paranoias meant that the United States never fully trusted the Soviet Union to adhere to the terms of the treaty. The ‘Readiness Program’ was started in order to rapidly re-activate nuclear test monitoring aircraft if the Soviet Union decided to violate the terms of the treaty. The EARLY DAY/RIVET DIGGER aircraft were the answer to that need.

Three NC-135A aircraft were set aside for the project. Each was ‘sponsored’ by a different scientific organization. Overall, the KC-135 family of aircraft has undergone numerous modifications and adaptations to fulfil a wide range of specialized roles [source]. These variants have showcased the platform’s flexibility and longevity, allowing it to remain a vital asset in military operations, aerial refuelling, intelligence gathering, and experimental research. RIVET DIGGER probably stands out amongst all of the other variants due to its bizarre features. The aircraft was crewed by personnel from the Air Force Special Weapons Center but complemented by a scientific contingent from each of the sponsoring scientific bodies. Evidently, military personnel found it difficult to manage the larger-than-life egos of the science teams from Lawrence Livermore, Los Alamos and Sandia National Laboratories [ source ].

These aircraft were designed to conduct intelligence gathering on atmospheric nuclear tests, but when they were not used in that capacity, they were deployed for scientific data collection flights. These induced studying solar eclipses and cosmic rays [ source ].

6.0 Phoenix Ghost UAV

This April, the White House officially announced the existence of a new UAV during an announcement of a new aid package to the Ukrainian military. Among the various items, the US was sending 120 Phoenix Ghost suicide drones. Likely very similar to the Switchblade UAV, the Phoenix Ghost is reported to have a certain degree of ISR capabilities. The entire project was managed and sourced through Big Safari [ source ].

The Ukrainians have already begun intensive training with the platform and it’s possible that the system has already been deployed in the Donbas [ source ]. It is still too early to truly assess the impact of this new UAS, but the public will almost certainly be able to catch even a cursory glimpse of its performance in Ukraine given the shower of information and media which is posted online regularly.

7.0 Big Safari and L3 Harris:

Big Safari initially started out with a special relationship with General Dynamics – Convair. Over time, relationships have shifted. Currently, one of Big Safari’s major partners is L3 Harris. This relationship has not been without a degree of turbulence. The Inspector General of the Department of Defense has investigated L3 over the transfer of ISR platforms to the Kenyan government [ source ].

In 2017, L3 and Big Safari came under intense scrutiny from two GOP members of the House of Representatives. According to two USAF Majors, L3 was awarded a contract for the sale of aircraft to Yemen at an excess of $15 million more than the next competitor, IOMAX in 2014 [ source ]. In the case of the Pentagon’s Inspector General’s investigation, it was alleged that L3 was awarded a contract to manufacture border security aircraft for the Kenyan government despite having little to no experience in actually designing or manufacturing aircraft to the required specifications [ source ].

8.0 Other Controversies:

While the US Air Force’s Big Safari program has been lauded for its contributions to the rapid acquisition and modification of aircraft, there have been some controversies associated with the program. These controversies mainly revolve around issues such as cost overruns, lack of transparency, and concerns about accountability. Here are some of the controversies surrounding Big Safari:

Budgetary Concerns: One of the primary controversies surrounding Big Safari is the issue of cost overruns. Critics argue that the program has experienced significant budgetary challenges, with projects exceeding initial estimates and timelines. This has led to increased scrutiny of the program’s financial management and calls for improved cost-control measures. For example, a contract went to L3 over IOMAX, $15 million above IOMAX’s stated price [ source ].

Lack of Transparency: Some critics have raised concerns about the lack of transparency surrounding the Big Safari program. As it operates in a classified environment, there is limited public visibility into the program’s activities, decision-making processes, and project outcomes. This lack of transparency has led to questions about accountability and the potential for misuse of resources [ source ].

Contracting Practices: The contracting practices associated with Big Safari have also faced scrutiny. Critics argue that the program relies heavily on sole-source contracts, limiting competition and potentially resulting in higher costs. There have been calls for greater competition and increased oversight to ensure fairness and efficiency in the acquisition process [ source ].

Impact on Traditional Acquisition Programs: Another controversy arises from the perception that Big Safari’s rapid acquisition and modification capabilities may divert resources and attention from traditional acquisition programs. Some argue that the focus on quick solutions through Big Safari may hinder the development of long-term, sustainable systems and technologies [ source ].

Ethical Considerations: The nature of Big Safari’s operations, often involving sensitive technologies and classified information, raises ethical considerations. Critics question the program’s adherence to legal and ethical standards in areas such as privacy, data collection, and potential implications for international norms, agreements and the laws of war [ source ], [ source ].

Congressional Oversight: Controversies surrounding Big Safari have prompted increased congressional oversight. Lawmakers have called for more rigorous monitoring, accountability, and reporting on the program’s activities to ensure proper use of taxpayer funds and alignment with national defence priorities [ source ].

It is important to note that the controversies surrounding Big Safari should be viewed in the context of the program’s mission and the challenging nature of rapidly acquiring and modifying aircraft in a dynamic operational environment.

9.0 Conclusion:

The history of the US Air Force’s Big Safari program is one of continuous innovation, adaptation, and collaboration. From its early focus on electronic reconnaissance to its involvement in developing stealth aircraft and supporting special operations, Big Safari has consistently pushed the boundaries of airborne capabilities. By bridging the gap between traditional acquisition processes and operational needs, the program has played a pivotal role in ensuring the US Air Force remains at the forefront of airborne innovation and rapid acquisition capabilities. Very recently, the US Space Force announced the establishment of the ‘Space Safari’ program through the Space and Missile Systems Center Special Programs Directorate. Space Safari will play the exact same role as Big Safari for USSPACECOM [ source ].

These partnerships demonstrate the importance of collaboration between the US Air Force and industry leaders in driving innovation, leveraging expertise, and delivering cutting-edge capabilities for the Big Safari program. By combining the resources and knowledge of these partners, the USAF can rapidly respond to emerging operational requirements and maintain a technological edge in the ever-evolving landscape of military aviation.

Table of contents

Get the weekly email from Grey Dynamics that makes reading intel articles and reports actually enjoyable. Join our mailing list to stay in the loop for free!

Please Sign In

The history of big safari.

by Colonel Bill Grimes

Book Cover & Preview Text

The very first BIG SAFARI program, PIE FACE -- a cross-decking effort to move a camera from one of the earliest YC-97A aircraft built by Boeing to a KC-97A -- was developed to satisfy intelligence needs identified by the Commander-in-Chief of USAF Europe (CINCUSAFE).

General Lauris Norstad, the CINCUSAFE, submitted a special request to Air Force Chief of Staff General Hoyt Vandenberg. The CINCUSAFE required an aircraft modified with special photographic capabilities for collecting intelligence on East German and Soviet military equipment and personnel movement in and along the Berlin Air Corridors.

“General Vandenberg convened discussions on this topic, the result of which was the establishment of a special program office under the Air Force’s Air Material Command (AMC).”7 The AMC office had authority to “oversee the creation of the platforms and systems, and contract out the work to civilian contractors.”8

The primary equipment was a lens designed by Dr. James Baker, while Dr. Duncan McDonald led a team engineering the camera system. Dr. Baker and Dr. McDonald were members of the Air Force Optical Research Center at Harvard University that moved to Boston University in 1949.9

With a 20-foot focal length (achieved by incorporating a pair of reflective mirrors), a large F-8 lens, and two large mirrors, PIE FACE carried the largest aerial camera ever built and installed on an airborne platform.

Jim Regis, WADC’s project officer, was involved with the 240-inch camera, nicknamed both BIG BERTHA and DAISY MAE, when it was installed on a RB-36 #85 at General Dynamic’s Convair Division in Fort Worth, Texas, from 6 January 1951 to 16 June 1951. (It was also known as the BIG ITEM, which was a term applied to all large airborne cameras.) Flight tests were conducted with the RB-36 as the camera’s platform. It was during the RB-36 tests flights that BIG BERTHA was alleged to have recorded the legendary “golf ball on a green” image, captured at an altitude of 45,000 feet.13 The camera’s massive dimensions required a hole cut in the top of the fuselage to lower the equipment into position. However, the BIG ITEM was removed following the decision that a bomber was the wrong aircraft to best serve the mission capability needs that the BIG ITEM would support, since overflight by a bomber would be highly provocative.

Selection of a cargo aircraft was ideal for the missions in sensitive airspace. Cargo aircraft were expected to fly those routes, and no external equipment meant the aircraft was not readily identifiable as anything other than a cargo aircraft.

Boeing became the first PIE FACE modification contractor, as a result of Air Force Operations offering a YC-97 aircraft located at Boeing in Seattle.14 “AMC sent Walt Carmody to Boeing as the contracting officer to modify an existing contract to include the PIE FACE program. Not long thereafter, the project began faltering.”15

Boeing’s lack of attention to the PIE FACE project concerned F. E. O’Rear, the civilian head of BIG SAFARI. O’Rear visited the Boeing facility, where he discovered the aircraft security compromised. The PIE FACE aircraft was parked on the ramp in open view along the fence line of the road approaching the facility.

O’Rear said: “I took a cab ride from the hotel to the plant one day and was told by the cab driver that there was really something going on out there with that beat up old airplane. That did it. We had to move the project right away.”17

The PIE FACE project was moved to a secure hangar at the General Dynamics Convair Division in Fort Worth, Texas. The plant belonged to the Air Force and was known as AF Plant #4. Thus began a 20-year relationship in which 87 different aircraft were put through the program.

Vinko Dolson headed up the program for General Dynamics, and O’Rear was pleased with the program move.

Though there are no clear records surviving from those early days, speculation is that lower staff levels were somewhat dismissive of the CINCUSAFE request, assigning one of the least capable C-97 aircraft available. The YC-97A had low-powered engines and a lack of pressurization that left it unable to attain the desired altitude. The severe altitude limitations were revealed when the YC-97 was put through six weeks of operational evaluation. However, the BIG ITEM carried by the aircraft proved its worth.

PIE FACE moved to the more capable C/ KC-97A aircraft to compensate for the altitude limitations imposed by the YC-97. Tail number 49-2592 was chosen for PIE FACE modification.

From 19 December 1952 to 23 February 1953, both aircraft were at the Fort Worth facility. The modified C-97A installation in Fort Worth required a large cutout in the forward upper deck of the aircraft. Structural reinforcements supported the original loads of the modified fuselage, as well as the additional loads imposed by the BIG ITEM and its structure. The camera’s operations could be set for vertical or oblique (left or right) views through a large window behind covert doors. The camera and mount weighed 6,500 pounds.20

“The PIE FACE aircraft, crews, and support elements were assigned to Detachment 1, 7499th (later 7405th) Support Squadron, physically located at Rhein-Main Air Base, approximately 20 miles from Wiesbaden and the parent squadron.”27 The separation of the PIE FACE mission was a result of the inability of Wiesbaden’s runway to accommodate C-97A operations.

The PIE FACE aircraft flew selective missions to collect photographic intelligence, including operations along the Berlin Air Corridors.

Though the initial agreement allowed unrestricted altitude for aircraft flying the corridors, the Soviets soon insisted on a 10,000 ft. ceiling, claiming aircraft flying above the ceiling could not be guaranteed safety. The breadth and location of the corridors covered approximately one-sixth of the Soviet-occupied Democratic Republic of Germany (GDR). If aircraft flew at higher altitudes, side-looking cameras could capture images of the entire GDR territory.29

Indeed, the PIE FACE aircraft flew a significant percentage of its missions along the border rather than into the corridors. The imposed 10,000-ft ceiling of the corridors prevented BIG BERTHA from achieving its full potential for far-reaching photography inside its target nation. Periphery missions along the border could routinely fly at 32,000 feet and engage the PIE FACE’s unblinking eye in a more optimal capacity.

“An early report on PIE FACE performance, from the Deputy Director for Collection and Dissemination, Director of Intelligence, for the period of 1 July 1953 through 31 December 1953, gives the idea of PIE FACE’s productivity. It states that 13 PIE FACE missions, involving 784 photographs, had been flown.”30

The outstanding intelligence gathered by PIE FACE during its early operational months in the European theater created such an interest that the single aircraft was unable to accommodate the numerous requests for reconnaissance support.

When the PIE FACE mission was at last scheduled for deactivation, the aircraft returned to General Dynamics for demodification. But, upon its arrival in Fort Worth, new purpose breathed life into the old bird when the Cuban Missile Crisis erupted. PIE FACE flew to MacDill AFB, Florida, and began operations against Cuba. The aircraft was involved in at least 17 high-altitude missions gathering high-resolution imagery of Cuba that supplemented PHOTINT by U-2s and other reconnaissance aircraft.

The PIE FACE aircraft arrived in Fort Worth in December 1962, following the Cuban Missile Crisis. In March 1965, the airframe was turned in for salvage, and the BIG BERTHA found its way to the Wright-Patterson Air Force Museum in Dayton, Ohio, where the historic camera is on display...

Book Details

About the Book

For more than half a century, Big Safari–modified aircraft have performed dangerous and essential missions to collect intelligence, conduct surveillance and reconnaissance, and engage in special operations missions around the globe in the interest of national security. These state-of-the-art aircraft have been flown, operated, and maintained by men and women whose dedication and commitment have made the world a safer place. In The History of Big Safari, author Colonel Bill Grimes, a retired US Air Force officer, presents a history of this program, which has been in existence for more than sixty years. Born as a special acquisition program in 1952, Big Safari has been in a unique position to save lives by rapidly fielding essential systems with a quick-reaction capability to ensure decision makers on the battlefield and at the Pentagon have timely intelligence to plan and execute operations. Grimes shows how, without a special acquisition program such as Big Safari, the nation’s ability to react to evolving dangers and threats would be mired in bureaucracy when timely responses are critical. With detailed cutaway illustrations revealing aircraft modifications and mission equipment, The History of Big Safari also includes photographs, sidebars, and anecdotes. It goes behind the scenes with the men and women who participated in the challenging projects and daring missions. It shares the development of cutting-edge technology and special mission aircraft, as well as the global events that necessitated these once-classified programs. Finally, it provides insight into long-veiled projects, operations, and missions that comprise the world under the purview of Big Safari.

About the Author

Customer reviews.

• "You may have come across code names like COBRA BALL, COBRA EYE, COMBAT SENT, COMBAT TALON, PACER COIN, PATRICIA LYNN, PIE FACE, RIVET BRASS, RIVET JOINT and SENIOR SCOUT and wondered what on earth it was all about. Well now this book goes into detail on all of these and a whole lot more. It is a real treasure trove of information and surprisingly well illustrated with many black and white photographs and line drawings. Some of the aircraft conversions carried out and the degree of secrecy involved is mind boggling. I wouldn?t be surprised if there is a code name for reading this book! This is a must have reference for those who want to learn more about the history of the USAF reconnaissance mission. Highly recommended." Haydn L Hughes

Switch language:

USAF 55th Wing at Offutt AFB receives first WC-135R Constant Phoenix

The new WC-135R will serve as the USAF’s atmospheric collection aircraft.

• Share on Linkedin
• Share on Facebook

The US Air Force’s (USAF) 55th Wing at Offutt Air Force Base (AFB) has received its first of three WC-135R Constant Phoenix aircraft.

The aircraft, with tail number 64-14836, arrived at Lincoln Airport, Nebraska on 11 July. It will be fielded as the USAF’s atmospheric collection aircraft.

Go deeper with GlobalData

Manned-Unmanned Teaming (MUM-T) - Thematic Intelligence

Military fixed wing aircraft market size and trend analysis by segm..., premium insights.

The gold standard of business intelligence.

Find out more

Related Company Profiles

United states air force.

The latest delivery is part of the USAF’s programme to modify KC-135R Stratotankers to replace the legacy WC-135C/W fleet.

The modification of WC-135R was carried out by 645th Aeronautical Systems Group, also called Big Safari in Greenville, Texas.

The new aircraft is equipped with a new cockpit and same four high-bypass turbofan engines.

45th Reconnaissance Squadron (RS) commander lieutenant colonel Chris Crouch said: “When you add power of those engines and lower weight of this jet, you have an aircraft that is much more fuel efficient.

How well do you really know your competitors?

Access the most comprehensive Company Profiles on the market, powered by GlobalData. Save hours of research. Gain competitive edge.

Your download email will arrive shortly

Not ready to buy yet? Download a free sample

We are confident about the unique quality of our Company Profiles. However, we want you to make the most beneficial decision for your business, so we offer a free sample that you can download by submitting the below form

“We will have a lot more range to get to op areas that we could never reach before.”

The WC-135R will be operated and maintained by 45th RS, to support 21st Surveillance Squadron (SURS), Detachment 1 (Det 1) global missions.

21st SURS Det 1’s mission is to collect particulates, gaseous effluents and debris from accessible regions of atmosphere under the Limited Nuclear Test Ban Treaty of 1963.

Det 1 commander lieutenant colonel Sean Orme said: “The delivery of new aircraft ensures we keep pace with nuclear monitoring capabilities to continually reassure our allies.”

“The third aircraft will be pivotal in enhancing WC-135 ops flexibility, reliability, endurance, scientific analysis capacity and ensure crews are better ready to go into action at a moment’s notice.”

Delivery of second WC-135R is expected to take place in winter this year, followed by the third aircraft’s delivery scheduled in summer 2023.

Sign up for our daily news round-up!

Give your business an edge with our leading industry insights.

More Relevant

USAF's TU-2S Dragon Lady 1078 soars again

Ukraine's first f-16 pilots complete training, saab receives order for swedish future fighter concept studies, qinetiq reports first flights of new design rattler supersonic target drone, sign up to the newsletter: in brief, your corporate email address, i would also like to subscribe to:.

Global Defence Technology : Airforce Technology Focus (monthly)

Thematic Take (monthly)

I consent to Verdict Media Limited collecting my details provided via this form in accordance with Privacy Policy

Thank you for subscribing

View all newsletters from across the GlobalData Media network.

Martin Kakosian

The name MARTIN KAKOSIAN will be familiar to many of you in relation to the loss of C-130 60528 on 2 Sept 1958. On that date, Martin, an Armenian college student, was on a class field trip traveling by small bus near the village of Sasnashen when Soviet MiG-17 fighter pilots were shooting down our recon plane. Seeing the MiGs firing on the C-130 (up close & at low altitude), the bus driver stopped & Martin and his classmates watched in astonishment as the C-130 crashed.

Martin was a well known sculptor & all-around artisan in Yerevan, with sculpted monuments at the Yerevan train station and other locations, and some of the Armenian currency in the old days had his graphics on the bill & coins. I never discussed politics with the Kakosians, but he apparently has some connections during the Soviet era and managed to send his oldest son and daughter to the USA for their education. Today, that son is a dentist in NJ and daughter Irene is an OB/GYN in NYC. The son & daughter brought their parents and younger brother to Long Island, NY, in the early ‘90s, and I tracked down Martin during my research into the shoot down of 60528. I visited the families on Long Island in early 1997, and we remained friends to this day.

Martin has a soft spot for the Americans who perished in the shoot down, and he sculpted a “Khashkar” (memorial) and set it up at the crash site after the Soviet Union imploded in 1991. When I tracked him down in early 1997, he agreed to travel with a Big Safari team to the crash site, acting as a tour guide & translator. I tagged along with the Big Safari team — Paul Martin (Retired Maj. Gen./ESC commander), Mike Patterson (former USAFSS AMS/Big Safari Assistant to Col. Bill Grimes), Horace “Red” Haire (L-3Com Staff), and Martin Kakosian. I met up with the BS Team at Frankfurt Flughaven & traveled with them to Armenia in July 1997. Because I was an extra who was paying my own expenses during the trip, Martin took me under his wing and put me up in his personal home that he still owned in Yerevan, while Martin, Patterson, and Haire stayed in a hotel in Yerevan. When we arrived at the crash site on the edge of Sasnashen village, Martin’s eye’s teared up when we saw that his Khashkar memorial had tipped over & broken (cows ran loose in the area and may have knocked it over). Anyway, Martin vowed to create a new memorial at the crash site, and with Bill Grime’s support, he produced a new memorial that was dedicated at the site in 1998. Later, he sculpted another identical memorial that is proudly on display in an outdoor area at our National USAF Museum in Ohio.

Martin & Maksena were honored guests at the 60528 Memorial Dedication at Ft. Meade on 2 Sept 1997, and he later sculpted an American Eagle display that sets in a memorial courtyard at L-3Com in Greenville, TX. In addition, in the last decade, some of his sculpted memorials have been dedicated in Italy & other international areas — I had a personal invitation to the dedication in Italy, but could not attend.

This is the latest news

• Added 2023 BSAR Photos January 22, 2024
• Added 2022 BSAR Photos June 14, 2023
• Added 2022 BSAR Videos June 14, 2023
• Added Bill Grimes to Taps page August 16, 2018
• Added Billy Johnson to Taps page August 16, 2018

• National Security
• Environment
• Special Investigations
• More Ways to Donate
• Impact & Reports
• Join Newsletter
• Become a Source

© THE INTERCEPT

ALL RIGHTS RESERVED

An Air Force Special Operations Surveillance Plane Is Lurking Near Portland During Federal Crackdown

An Air Force surveillance plane designed to carry state-of-the-art sensors typically reserved for war zones has been circling above Portland.

• Share on Facebook
• Share on LinkedIn
• Share on WhatsApp

While anonymous federal agents have thrown protesters into unmarked vans and fired tear gas at Portland’s mayor in recent days, an Air Force surveillance plane designed to carry state-of-the-art sensors typically reserved for war zones has circled the Oregon city’s outskirts from above.

The plane, a DO-328 “Cougar,” was spotted via the open source flight tracking website ADS-B Exchange, allowing the public to monitor its course. The Intercept reviewed this flight data , confirming tight, circular flights consistent with surveillance operations in and around Portland.

The aircraft is a twin-engine plane built in a modular fashion that allows it to be outfitted with long-range surveillance equipment suitable for supporting U.S. Special Operations commandos on the ground, according to Air Force documentation and previous public reporting . It was in Colorado earlier this month, looping over Denver and Boulder, before flying to Portland on July 19, and has been circling above Portland and its suburbs since July 21, according to publicly available flight data aggregated by websites like ADS-B Exchange .

At a Special Operations Forces Industry Conference in 2015, as first reported by the defense blog War Is Boring, Air Force Col. Eric Forsyth detailed the Cougar’s capabilities for conducting intelligence, surveillance, and reconnaissance, or ISR, showing off the equipment’s potential to aid U.S. troops from above. “With jacks for power, Ethernet, GPS and other linkages, engineers can easily install all sorts of gear,” wrote War Is Boring’s Joseph Trevithick at the time. “These systems would potentially be able to run long-range radars, powerful cameras, high-powered radios, laser range finders and more.”

DO-328 “Cougar” capabilities as presented at a May 2015 Special Operations Forces Industry Conference.

The Cougar that has been orbiting Portland is registered to the 645th Aeronautical Engineering Group at Wright-Patterson Air Force Base in Ohio, quite a distance from Portland. The 645th previously operated under the code name “BIG SAFARI,” and was founded in 1952 to centralize the Air Force’s covert surveillance programs during the Cold War. “BIG SAFARI has long been an alternative acquisition source for certain high priority, rapid-reaction, urgent Combatant Commander needs,” former Air Force Secretary Michael Donley said in a 2010 address. A 2018 obit for former BIG SAFARI director Bill Grimes described the entity as “a secretive Air Force acquisition program for specialized special mission aircraft.”

While the Cougar’s impressive potential for wide-area wartime surveillance is clear, it’s less obvious why a warplane is flying tight circles — typically a dead giveaway of aerial surveillance — near domestic protests, or on whose orders. Last month, Motherboard reported similar surveillance flyovers by the National Guard over protests. It’s unclear whether the Air Force is engaging in active surveillance of the protesters or merely testing the plane’s capabilities to do so or doing something entirely unrelated.

The Air Force did not respond to The Intercept’s request for comment. Sen. Ron Wyden, D-Ore., a Portland resident who was made aware of the flights by The Intercept’s inquiry to his office, made his own request to the Air Force for information. In a response to Wyden made after this story was initially published, the Air Force denied the flights were surveilling protesters. “This week the Air Force conducted previously planned test flights in the Northwest United States that required the environmental conditions typical of the region. This location was chosen several months ago due to the high likelihood of cloud cover desired for this equipment test,” the Air Force wrote to Wyden. “The Dornier 328 aircraft, assigned to Air Force Materiel Command’s 645th Aeronautical Engineering Group, was not gathering intelligence or conducting operations related to civil unrest in Portland, Oregon.” (According to flight tracking data, the surveillance plane left the Portland area early Friday morning.)

Wyden told The Intercept the Air Force’s response raised its own questions. “The Air Force should know better than to fly circles over American cities when armed federal troops are beating and gassing protesters below,” he said. “Even if this was a test flight arranged months ago, the Air Force’s decision to continue as planned, rather than delaying the flight, raises serious questions about the judgement of the military leaders who approved the flight.” (Wyden, who said would be “totally unacceptable” for the military to surveil protests in the U.S., initially told The Intercept that, in addition to an explanation, he has asked the Air Force “what data it is collecting and who approved the mission” — questions that remain unanswered.)

Other members of Congress were skeptical of the Air Force’s explanation. “Too much coincidence to be credible,” tweeted Sen. Richard Blumenthal, D-Conn, who suggested there should be Inspector General and Congressional investigations. “More than an IG investigation, it’s time now for the Senate Armed Services Committee to show strength & apply scrutiny. Hold hearings & investigate Trump’s misuse of military against Americans.”

Experts had raised questions about the test flights even before the Air Force made its claims.

“Big Safari is all about testing new equipment, so maybe we are seeing the next generation of spy tech being used domestically right now, or they are taking advantage of the situation to improve testing,” independent investigative journalist and plane-tracking enthusiast Sam Richards, who has been monitoring the flights, told The Intercept. “I think it is naive to not take these flights seriously given the way this administration is cracking down on these uprisings.”

The  flights don’t seem to have taken place directly over downtown Portland, the epicenter of the protests, but rather at a range of 20 to 30 miles from the city’s center. That could still allow for fine-grained surveillance, however; a 2016 Bloomberg report on police aerial surveillance over Baltimore noted the small civilian planes used there could surveil an area of up to 30 square miles.

Flight data from a recent DO-328 “Cougar” mission just outside Portland.

The mere presence near Portland of a plane designed to stress test SOCOM’s aerial spy gear is enough to concern some observers. “The apparent use of military aircraft in a domestic operation should set off all kinds of alarm bells,” said Steven Aftergood, director of the Federation of American Scientists’ Government Secrecy Project. “What is their mission? Under what authority are they operating, and who authorized them? It seems like the administration is pushing right through what had been established norms of transparency and accountability.”

The vast array of power surveillance gear this plane potentially could be carrying on these flights is cause for concerns over privacy and political expression. “These aircraft are believed to carry SIGINT [signals intelligence] sensors; if that is the case, then circling at that distance would probably (depending on the altitude) allow the sensors to collect data,” David Cenciotti, a retired Italian Air Force officer and aerospace journalist, told The Intercept, though he noted that he could only speculate without knowing the Cougar’s actual payload.

Update: July 25, 2020 This article has been updated to include responses made after publication by the Air Force to the office of Sen. Ron Wyden’s inquiries, Wyden’s reaction, a reaction from Sen. Richard Blumenthal, and information about when the Air Force plane left the Portland area. 

Contact the author:

Additional credits:.

Additional Reporting: Matthew Cole

As Trump Threatens Secret Police Deployment Nationwide, Democrats Debate Expanding Surveillance Powers and New Money for DHS

Leaked Documents Show Police Knew Far-Right Extremists Were the Real Threat at Protests, Not “Antifa”

Lawsuit Aims to Stop Baltimore Police From Using War-Zone Surveillance System to Spy on Residents

A Secret Catalogue of Government Gear for Spying on Your Cellphone

Latest stories.

Pro-Lifers Are Up Against a Real-Life Crisis

Judith Levine

The IVF vs. embryonic personhood fracas forces Republicans to face the living people harmed by their defense of cellular rights.

NYC Jails Flagrantly Deny Young People’s Legal Right to Education

New court filings say that the city is violating an eight-year-old court order mandating access to education for people under 22.

The Other Players Who Helped (Almost) Make the World’s Biggest Backdoor Hack

Nikita Mazurov

A shadowy figure spent years ingratiating themself to a developer, then injected a backdoor that could have taken over millions of computers.

Join Our Newsletter Original reporting. Fearless journalism. Delivered to you.

LMAG - Big Safari - US Air Force Fast Intervention Program

Big Safari: US Air Force Fast Intervention Program

New Location this Month: CLU Overton Hall ( map )

Abstract For more than 50 years, Big Safari aircraft have performed dangerous and essential missions to collect intelligence, conduct surveillance and reconnaissance, and engage in special operations missions around the globe in the interest of national security. Big Safari represents a system designed for fast intervention that focuses on providing quick access to resources, efficient contracting engagements with suppliers and streamlined processes and distribution methods. Key personnel are trained for most efficient interventions. Jerry Knotts served 24 years in the US Air Force (USAF) and was a team member of the USAF Big Safari Program.

About the Speaker Colonel Jerry E. Knotts (Ret.) was fourteen years in the Big Safari special reconnaissance program at General Dynamics in Fort Worth, Texas; E-Systems in Greenville, Texas; and Lockheed Aircraft Services in Ontario, California. Jerry was responsible for creating and flight testing a number of specially configured aircraft, including the Combat Sent, Combat Talon, Cobra Ball, Rivet Joint and many others. During 1968, he completed 112 missions over North Vietnam in an F-105 Wild Weasel.

Jerry retired from the Air Force with 24 years of service. His last assignment was as commander of the Washington Area Contracting Center at Andrews Air Force Base. He was responsible for Air Force procurement throughout the Nation's Capital, and a region from the Azores to Saint Louis, His responsibilities included the White House and the Presidential VIP aircraft fleet that included the aircraft now in the Ronald Reagan Presidential Library Hanger.

For his outstanding service to our nation, Jerry received the Legion of Merit, Distinguished Flying Cross, Meritorious Service Medal with two oak leaf clusters, Air Medal with 13 oak leaf clusters, and the Air Force Commendation Medal.

For his remarkable public service, Jerry has received numerous awards. In 1996 he was honored by the Conejo Valley Historical Society. That same year, Jerry and his wife, Mary, both received the William E. Hamm Award from the California Lutheran University Community Leaders Club. Jerry also has been honored for his community service by having a seat designated in his name in the Thousand Oaks Civic Center Forum Theater. He previously received the Outstanding Service Award and the Silver Patrick Henry Medal from the Military Order of the World Wars.

Since retirement from the USAF, Jerry Knotts has been a serial entrepreneur, coach, angel investor and has worked with numerous entrepreneurs for over 30 years. Over this period of time, he started five companies and mentored over 400 start-ups.

Currently, Jerry is President, California Coast Venture Forum, Inc.( www.ccvf.org ), parent of the Clean Business Investment Summit and Chairman, Entrepreneurs Without Borders. He serves as mentor/screener for SoCalBio and the LARTA Institute wherein he supports DARPA, NSF, and the NIH-CAP (National Institute of Health - Commercialization Assistance Program). As treasurer, Youth Enrichment Foundation, Alexandria, VA, he supports 28 Youth Leadership Conferences throughout the country. He is also Executive Secretary, Society of Wild Weasels and board member/Treasurer of the Air Warrior Courage Foundation (AWCF) / Wounded Warriors Emergency Support Fund that supports wounded warriors in areas not covered by government programs.

He is a member, Dean's Board of Advisors, California Lutheran University (CLU) School of Management, a mentor with CLU, UCLA, UCSF, Auburn, Penn State, CSUCI and UCSB Entrepreneur programs and a panel member for the Goldman Sachs 10,000 Businesses Program at LACC and LBCC. His previous executive positions included Vice-President/General Manager, Government Electronics Division, California Microwave Inc. (CMI), Woodland Hills, CA; and Vice-President, American Nucleonics Corporation (ANC), Westlake Village, CA. These two companies provided specialized airborne electronic reconnaissance systems.

Jerry holds a BSEE (Electrical Engineering) from The Pennsylvania State University; and an MBA from Auburn University. In addition, he is a graduate of the Defense Acquisition University, Industrial College of the Armed Forces, Air Command and Staff College, and Air War College. He is a Senior Life Member of the Institute of Electrical and Electronic Engineers (IEEE); Chairman, IEEE Buenaventura Life Member Affinity Group, and past Secretary, IEEE Buenaventura Section. Jerry is a pilot, licensed Registered Professional Engineer (PE), Amateur Radio operator (K3ZZO) and life member of the Texas, California, and National Society of Professional Engineers. He is also a life member of both the Red River Valley Fighter Pilots Association (River Rats) and the Society of Wild Weasels.

Agenda Pizza and Networking: 6:30 PM Presentation:  7:00 PM

New Location CLU - Overton Hall California Lutheran University 3163 Regent Avenue Thousand Oaks, CA 91360 ( map )

Parking: Visitors may park on CLU streets after 7 PM without a permit.  Before 7 PM, we recommend that you park in the G1 visitor lot on the southwest corner of Olsen and Mountclef, and walk to Overton Hall.  Do not park in the faculty/staff/reserved lots.

Presented By: IEEE Buenaventura Aerospace and Electronic Systems Society Chapter

  Date and Time

  location,   hosts,   registration.

• Date: 15 Feb 2018
• Time: 06:30 PM to 08:30 PM
• All times are (GMT-08:00) US/Pacific

• 130 Overton Court
• Thousand Oaks , California
• United States 91360
• Building: Gilbert Sports and Fitness Center, 2nd Floor
• Room Number: 253

• Contact Event Host