eventually infiltrated into Kuwait. The Special Planning Group provided operational direction and intelligence- collection requirements to the Kuwaiti resistance throughout the conflict. Ninety-five percent of the HUMINT intelligence that came from occupied Kuwait resulted from this initiative.
By the end of October, however, a systematic campaign by the Iraqis had greatly diminished the effectiveness of the Kuwaiti resistance groups; photos smuggled out of the country showed dismembered bodies hanging from lampposts — a sign to others.
SOF planners also mapped operations against Saddam.
The Iraqi dictator's normal procedure was to disguise his movements, use doubles, and move constantly among temporary headquarters (i.e., converted recreation vehicles) and permanent ones, as well as sleeping quarters. The SOF plan was to strike him in one of his rec vehicles; or, as Stiner put it, 'We'd hit him one night while he was laughing at us in one of his Winnebagos.'
There were a few little problems with this plan: In addition to the massive operational difficulties of such a risky operation, U.S. law forbade assassination of heads of state. True, once combat had been initiated, Saddam would become a legitimate target, but as it was, the plan withered and died.
So did others. In December, Saddam released the American hostages, including those at the Embassy he called 'guests.' PACIFIC WIND and similar plans were quietly shelved.
THE AIR WAR
Other plans, however, moved forward. As the buildup of allied troops progressed, the United States shaped a strategy for driving the Iraqis out of Kuwait. The war would take place in two distinct stages:
• An aerial assault was designed to neutralize Iraqi units, deprive Saddam Hussein of command and control over his forces, and weaken the country's ability to resist attack.
• A ground attack would then physically confront Iraqi ground forces and drive them from Kuwait and positions threatening Saudi Arabia.
From the very beginning, the air campaign was seen as essential to the success of the mission. The coalition planners hoped to decimate and terrorize the Iraqis before launching ground troops. Not only would that increase the odds of quick success, but it would lessen the number of casualties, an important political consideration.
The air attack itself could be broken into distinct phases. The most critical would occur at the very beginning, when the Iraqis' vast network of integrated antiair defenses had to be neutralized. Based largely on a Soviet model and heavily reliant on Russian weapons, Iraqi air defenses included a sophisticated network of advance warning and localized radars, a wide range of surface-to-air missiles, front-line fighters like the MiG-29, and a large number of antiaircraft artillery batteries that, though primitive, remained deadly. The multilayered defenses had to be neutralized as quickly as possible to give coalition aircraft freedom to operate over Iraq at will.
The first strike had to be massive and quick, but it also had to be stealthy. That meant cruise missiles and the still largely untested F-117A Stealth Fighter would have key roles in the operation. But there were too few of these to cover the vast number of Iraqi air defense units, and the sheer size of the country made it difficult to orchestrate an effective attack everywhere at once.
As plans developed, it became clear that one of the keys to the first-day mission would be the destruction of two Iraqi early-warning radars guarding the country's southwestern frontier. While most of Iraq's early-warning radars were sited to cover one another (if one went out, others made up for the loss), eliminating these two sites would provide a 'black' corridor for planes flving north.
The hole would be especially useful for F-15E Strike Eagles targeted to hit Scud missiles in the first hours of the air war. Destroying those missiles had become a top priority, since their launch against Israel might prompt retaliatory raids, which in turn could threaten the fragile allied coalition.
However, striking the radars, though obviously desirable, brought serious problems. An attack on these sites would take resources from other high-priority Iraqi assets. More important, it could also warn the rest of the defense network. To avoid such a result, the sites would have to be knocked out simultancously, but the large number of individual radars and support facilities at each site made it difficult to coordinate comprehensive, effective bombing raids that would achieve that end.
As General Glosson contemplated the plans, a Special Forces officer, Captain Randy O'Boyle, joined his staff to help coordinate Special Forces operations. An experienced flight examiner and planner, Captain O'Boyle had particular expertise with MH-53J Pave Low helicopters, which had come to the Gulf with the 20th Special Operations Squadron, part of the Air Force Special Operations Command. In September, he became the helicopter advisor in the planning cell for the air campaign.
After examining the developing plans, O'Boyle realized that the early-warning radars would be perfect targets for Special Operations ground forces. Glosson agreed. General Schwarzkopf did not. When this plan was presented to him, he exploded. The CINC was not prepared to commit ground forces across the border until he was ready. An alternative had to be found.
In the meantime, the radars were moved back about twenty miles from their original position a mile or so from the border. A ground assault became impractical.
Jesse Johnson then considered making the attack with his Pave Lows, but while the MH-53s were highly capable aircraft, they were optimized for clandestine insertion and extraction missions, not blowing things up. They were big and fast, and able to operate in bad weather and at night, but their heaviest weapons were only. 50- caliber machine guns. The helicopters' commander, Lieutenant Colonel Rich Comer, believed his machine guns could destroy the large dishes, but probably not before the Iraqis had time to call their headquarters.
There
If they could find them. Though their pilots were well-versed in night fighting, the Apache helicopters were primarily designed for engagements with tanks and armored formations, which are easy to find, even at night. The desert in that part of the world is
The obvious solution was to combine Pave Lows (for guidance) with Apaches (for firepower). And that was the solution chosen. The Pave Lows would lead the Apaches to the sites, then step aside as their smaller brethren went to work. A simple notion, yet one that had never been tried, even in training. And it wasn't simply a situation where Air Force guys would climb in their birds, take off, and let the Army guys hang on to their tails. Different service cultures had to be coordinated; likewise communications gear. There were other, even more practical, problems: The Apaches' limited range would have to be increased, and their weapons, optimized for armor attacks, would have to be tested for effectiveness against radars and their vans.
The Apache commander, Lieutenant Colonel Dick Cody, quickly came on board and adapted his unit's tactics and aircraft for the mission. He welded 1,500-gallon tanks to the bottom of his helos and conducted live-fire practice sessions with Hellfire antitank missiles to make sure they would explode when striking the comparatively soft targets.
They did. The plan — called EAGER ANVIL — proceeded.
It would be the first strike of the war.
General Schwarzkopf, suspicious as ever of special operations, somewhat reluctantly blessed it, but kept close tabs on the training. The story goes that he allowed the operation to proceed with one overriding order: 'Do not screw this up.'
The Saudi desert stretched out in endless darkness as White Team skittered toward Iraq during the early- morning hours of January 17, 1991. In the lead Pave Low, Pilot Captain Mike Kingsley and his copilot took turns scanning the green screen of the FLIR. They had been flying now for just over an hour at a relatively leisurely pace — no strain for the powerful helicopter; the same could not be said for the crew. The six men — two pilots, two
