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- was confused somewhat when a Mode II IFF squawk was detected and the aircraft was identified as an F-14. Complicating the picture was an Iranian P-3 to the west which was in excellent position to furnish targeting information to an attacking aircraft. More importantly, the unknown contact continued at a gradually increasing speed on a course headed toward VINCENNES and MONTGOMERY. It failed to respond to repeated challenges from VINCENNES over both the military and international emergency distress frequencies. The Captain was in a genuine dilemma. On one hand the threatening contact was closing about 5-6 miles a minute. On the other, he had to act quickly to defend his ship and crew before the contact got much closer than 10 miles (in order to give himself fire depth and to stay outside of Maverick range). By the time he learned of the potential threat, his decision time was less than 5 minutes. (U) It is under these circumstances, coupled with the significant background of recent history in the Gulf, as well as the influence of current intelligence reports, that the decision of Captain Rogers to fire must be judged. Given what was in his mind at the time, there was no other prudent or responsible course.
- (U) That is not to say that everything went right. There are no "flawless" operations in combat--even when there is a successful outcome. But to say that there were mistakes made, says very little by itself.
(U) Some of the information given to Captain Rogers during the engagement proved not to be accurate. Unfortunately the investigation was not able in every case to reconcile the inaccuracies. However, the more serious question to be posed here is whether these errors were significant or critical to the result.
- (U) Shortly after liftoff Flight 655 was identified within VINCENNES as an F-14. The Identification Designation Supervisor, , had detected a Mode II squawk on his RCI and announced the contact was an F-14. The initial "unidentified assumed hostile" designation was changed to F-14. Although one officer suggested the possibility of COMAIR (commercial aircraft), no one else in the CIC took issue with the F-14 classification. The fact is the sensors gave no clear piece of information that it was not an F-14. However, if the F-14 identification had never been made, the contact would have remained designated "unidentified assumed hostile." In that event, it is unlikely that the CIC Team would have proceeded any differently or elicited additional information in the extraordinarily short time available. As long as it remained a possible "hostile," the Commanding Officer would be obligated to treat it in the same manner as he would an F-14.
- (U) At least one (possibly two) interrogation from the Remote Control Indicator registered a Mode II 1100 IFF squawk. This probably inspired the F-14 classification since the ship had intelligence that Iranian F-14's were employing Mode II code 1100. The Air Bus, however, was not squawking Mode II. When initially interrogating the target on the RCI, the IDS laid the IFF range gate on the Bandar Abbas area. Given the ducting that day, there is a possibility that the system detected the Mode II squawk of another aircraft. Because the range gate does not move with
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