In reflecting upon the outcome of the fighting at sea, it can be said that the greatest Allied shortcoming was the lack of sufficient antimissile missiles, as well as counter-measures to the various types of guidance and homing used in the missiles of the enemy. It was quite obvious, as early as the 1950s, that the age of the guided missile in fighting at sea was upon us. This knowledge was not sufficiently exploited. The weak point in any electronic guidance system is that it can be interfered with by electronic means. Any missile with a generally usable homing system can, by definition, be decoyed and made to home on something other than the intended target. Ultimately, of course, hostile ships, submarines and aircraft must be destroyed or neutralized. In the first instance what matters most is to cope with the missiles, wherever they come from.
By the end of the second week of the Third World War, over 90 per cent of Soviet and Warsaw Pact commercial shipping, including the fishing fleets, which had been operating outside the Baltic, the Black Sea, and the Sea of Japan, had been sunk or captured, or had taken refuge in a neutral port. That was the end of Soviet sea power.
Chapter 14: War in the Air
We have already described in detail some of the air battles that raged over the Central Front, for many of these had a crucial effect on what was happening in the land battle. But air power was more important in this war than in any other major conflict; its impact deserves a wider assessment.
Air forces were everywhere involved where fighting took place. Over the oceans and their littoral states the aircraft came mainly from carriers and helicopter ships. The greater proportions were mounted from the US Navy’s big carriers, but the French Foch and Clemenceau and the British Ark Royal and Illustrious were also in the thick of the battles in the Mediterranean and Atlantic. The United States Navy had nearly 1,500 top-class aircraft and in addition to that global force the USAF’s Pacific Air Force (PACAF), with its headquarters in Japan and wings based in adjacent friendly countries in South-East Asia, as well as a wing of Strategic Air Command’s B-52 heavy bombers on the Pacific island of Guam, all played their part in the peripheral battles.
Over the Atlantic the continuous action of the US Strike Fleet carriers has rightly been well publicized; what is less well known perhaps is that on the submarine front Allied maritime patrol aircraft, operating independently or in conjunction with ships and submarines, took a very heavy toll of Soviet submarines. These aircraft, packed with electronic and sonic detection equipment and ingenious underwater weapons, exceeded even their high peacetime promise. But being large and ‘soft’ they were vulnerable on the ground, and on the eastern side of the Atlantic several were lost early on in the war to missile attacks on airfields from distant Soviet aircraft and submarines. Thereafter these aircraft were dispersed in ones and twos along the European Atlantic seaboard to fight a rather lonely war. With ample facilities for rest and eating on board, and a disregard for peacetime maintenance requirements, the astonishing fact is that many of these aircraft and crews spent more than three-quarters of the whole war in the air, landing only for fuel and food.
Soviet Naval Air Force action to interrupt the all-important Atlantic air bridge sent a number of large US troop transports plummeting into the sea with air-to-air missiles from modified Backfires, Bears and Badgers. But despite losses and damage the NATO early warning system held up well and USAF F-15 Eagles from Iceland and RAF Tornados from Scotland were a good match for them. Similarly, when the rather inadequate Soviet Forger V/STOL aircraft tried to intervene from their.Kiev-class carriers, RAF Tornados and US carrier-borne interceptors kept them at bay until the offending mother ships were sunk. Radar and infra-red reconnaissance from high-flying aircraft and satellites in space meant that surprise at sea rested principally with aircraft and submarines.
The United Kingdom and France came under Soviet air attack from the first few hours of the war. Initially it was confined to missiles from Backfire, Bear and Badger aircraft directed at port installations, airfields, and radar and communications centres, as well as government and military headquarters. Although in no way decisive, these attacks sometimes hit the soft centres of important targets such as the hotel-like building housing the British air traffic control centre at West Drayton on the outskirts of London.
In the first days of the war the Soviet Naval and Long-Range Air Forces could not exert a decisive weight of attack on French and British targets from their distant bases. Their losses were high as they ventured down the Atlantic and the North Sea to get into range with their stand-off missiles. It was not until 8 August, when the Soviet Air Force (SAF) had occupied airfields in Schleswig-Holstein and were able to turn larger numbers of SU-17 Fitter and SU-24 Fencer bombers on to French and British targets, that both countries came under really heavy attack. Then US FB-111s, British and German Tornados, and French Jaguars began pounding the SAF’s new-found airfields and their improvised air defences, while Soviet Fitters and Fencers suffered heavy losses in the target areas, as well as being mauled on the way by Belgian and Dutch F-16 Fighting Falcons. The French and British air defence systems were degraded by the gaps torn in the early warning system, the loss of fixed ground radars and airfield damage, but their modern and hardened communications survived well and the airborne early warning (AEW) aircraft proved marvellously adaptable in making good the losses in the ground radar systems. Right up to the end of the war, despite seriously depleted numbers, both French and British air forces were still offering a formidable challenge to SAF aircraft venturing into their air space.
High above the land battle in Germany, the Soviets, with a calculated disregard for losses, swamped the air with their aircraft. The outnumbered, though otherwise generally superior, Allied air forces had to respond with maximum effort. All the pre-war misgivings about what was optimistically called ‘airspace management’ were more than realized. Radars and communications were jammed and close control of fighters from the ground had to be abandoned. The problems of identifying friend and foe and integrating surface-to-air missiles with manned aircraft in the same airspace were so complex and difficult that they could only be met by the simplest of measures. In the absence of a foolproof weapons-locking IFF (identification friend or foe) system both sides inevitably shot down their own as well as the enemy’s aircraft. Broad rules were established within hours by Allied Air Forces Central Europe (AAFCE) giving sanctuary height bands for returning aircraft and ensuring that missile fire from the ground was withheld for a few minutes every hour. Although this sometimes gave SAF aircraft an uncontested run to their targets it was the best that could be done in the intensity of the air battle.
At altitude, the US, Belgian, Dutch and Danish F-16 Fighting Falcons, together with the US F-15 Eagles, French Mirages and British and German Phantoms, hacked away at Soviet Fishbed, Flogger and Foxbat fighters in a relentless struggle for control of the air. It was reckoned that Allied air forces exacted a toll of 5 to 2 in their favour. This only just matched the advantage in number of aircraft that the Warsaw Pact had over them. Allied losses soon caused great anxiety to COMAAFCE and his air commanders. To add to their difficulties, fresh airfields and ground facilities had to be set up to the west as forward bases in north Germany were overrun or came under direct ground fire as well as air attack. Although it had never been part of NATO’s declared policy to plan for a withdrawal, discreet re-location plans had prudently been made. So when the need arose, NATO air squadrons quickly found themselves operating from unfamiliar airfields in northern France, Belgium and the UK, where there was still some protection from relatively intact air defence systems. USAF and RAF C-130 Hercules, and French and German Transall heavy air transports, as well as helicopters, did magnificent work moving the airmen and their weapons, technical equipment and specialist vehicles back from exposed airfields. Despite chaos on many of the air bases the Allied air forces somehow kept flying and their challenge to the enemy never slackened.