DUDE 44 구출작전으로 구출된 F-15 WSO의 인터뷰

[위종민]

4월 3일 이란 상공에서 격추된 F-15E 'DUDE 44'의 WSO가 9월 13일 방송된 CBS 60 Minutes에 출연해 인터뷰를 했네요. 

DUDE 44 격추 사건, WSO 첫 인터뷰에서 새로운 세부사항 공개

2026년 9월 14일 오후 4시 30분 CEST
스테파노 두르소
데이비드 첸초티

2026년 4월 3일 이란 상공에서 격추된 F-15E 스트라이크 이글의 무기체계장교 DUDE 44 브라보 구조 장면을 보여주는 영상 캡처. 삽입 화면에는 인터뷰 중인 DUDE 44 브라보가 보인다. 사진: CBS 및 미 국방부, The Aviationist 편집

처음으로 이란에서 격추된 F-15E 스트라이크 이글의 무기체계장교가 공개석상에 등장해 자신의 이야기를 전했다.

2026년 4월 3일 호출부호 DUDE 44인 F-15E 스트라이크 이글이 이란 상공에서 격추된 사건 이후 처음으로 승무원 가운데 한 명이 공개석상에 등장해 자신의 이야기를 전했다. 보안상의 이유로 DUDE 44 브라보라는 이름으로만 신원이 공개된 제494전투비행대 소속 대령인 무기체계장교(WSO)는 2026년 9월 13일 방송된 CBS ‘60 Minutes’에 출연했다.

격추 이후 미 공군은 두 승무원의 신원에 관한 세부사항을 공개하지 않았다. 이들에 관한 공식 정보는 성공적인 구조작전 이후 언론을 상대로 실시한 미 국방부 브리핑에서만 공개됐다.

인터뷰를 소개하면서 미 중부사령부(CENTCOM) 사령관 브래드 쿠퍼 제독은 이 항공기가 왜 해당 지역에 있었는지에 관한 질문을 받았다. 이전에도 보도됐듯이 이 항공기는 이스파한 남쪽 산악지대를 비행하는 4대 편대 야간임무에 참여하고 있었다.

“이들의 임무는 드론과 미사일 프로그램 모두와 관련된 산업시설을 타격하는 것이었으며, 이스파한 핵시설과는 관련이 없었습니다.” 쿠퍼는 말했다.

이어 피트 헤그세스 전쟁부 장관이 등장해 격추 소식을 듣고 한밤중에 잠에서 깼을 때 어떤 반응을 보였는지 질문을 받았다. “그런 일이 일어날 수 있다는 것은 늘 알고 있었습니다. 그래서 곧바로 다음 단계로 넘어갑니다. 그들은 괜찮은가? 이란은 그 사실을 알고 있는가? 살아 있든 아니든 우리는 그들을 데리러 갈 겁니다.” 헤그세스는 말했다.

DUDE 44 격추

앞서 공식 발표에서 언급됐듯이 F-15E의 조종사와 무기체계장교는 각각 임무 호출부호를 따서 DUDE 44 알파와 브라보로 식별됐다. 따라서 인터뷰에 등장한 DUDE 44 브라보는 스트라이크 이글의 WSO다.

“그날은 그 순간 우리가 이란 무기에 맞기 전까지 우리에게는 전쟁 중 또 하나의 평범한 날이었습니다.” 대령은 말했다. 이름을 감추기 위해 명찰에는 테이프가 붙어 있었지만, WSO는 여전히 RAF 레이큰히스 제48전투비행단 예하 부대 가운데 하나인 제494전투비행대 ‘팬서스’의 패치를 착용하고 있었다.

2026년 1월 18일 중동의 한 기지에 착륙하는 제494원정전투비행대 소속 미 공군 F-15E 스트라이크 이글. 사진: 제공 사진

“그 일이 벌어졌을 때 충격이 너무 거셌기 때문에 우리가 피격됐다는 사실을 완벽히 알 수 있었습니다.” 그는 이어 말했다. “그 순간을 제가 가장 잘 설명할 수 있는 방식은 화물열차에 들이받힌 것 같았다는 겁니다.”

승무원은 상황을 평가하고 문제를 극복하기 위한 선택지를 검토하기 시작했다. 우군 영토에서 수백 마일 떨어진 상황에서 최우선 과제는 항공기가 여전히 비행할 수 있고 이 지역에서 벗어날 수 있는지 확인하는 것이었다.

“우리는 항공기를 살리기 위해 할 수 있는 모든 일을 합니다.” 대령은 말했다. “그게 불가능하다는 것이 분명해졌고, 얼마 지나지 않아 우리는 사출해 이란 한복판 상공을 떠다니고 있었습니다.”

미사일 충격으로 손상된 여러 체계 가운데 WSO의 사출좌석도 포함돼 있었다. “항공기의 많은 체계가 치명적으로 손상됐습니다.” 대령은 말했다. “제 사출좌석도 포함됩니다.”

2022년 1월 7일 노스캐롤라이나주 시모어 존슨 공군기지에서 제4부품정비대대 항공승무원 탈출장비 정비사 라트렐 블랙웰 일병과 카일 호건 상병이 F-15E 스트라이크 이글에 사출좌석을 설치하고 있다. 사진: 미 공군

그는 잠시 말을 멈추고 사출좌석과 생존장비를 정비하는 공군 장병들에게 감사를 전하면서 “항공기와 제 사출좌석이 손상된 상황에서도 이 장비는 설계사양 이상으로 작동했습니다. 저는 그것이 그들의 전문성을 입증한다고 생각합니다”라고 말했다.

손상된 낙하산

대령은 사출좌석이 어떻게 손상됐는지는 언급하지 않았지만, 그 손상 때문에 낙하산 전개에 문제가 생겼다고 말했다.

“초기 공격으로 제 낙하산이 손상됐고, 어느 순간 위를 올려다봤는데 낙하산이 보이지 않았습니다.” 그는 말했다. “제가 지금까지 본 것 중 가장 무서운 장면이었습니다.”

F-15E의 ACES II 사출좌석에서는 낙하산이 머리받침 뒤쪽의 컨테이너에 들어 있다는 점에 주목할 필요가 있다. 이 부분은 좌석에서 외부에 가장 많이 노출되는 부분이기 때문에 파편으로 손상될 수도 있다. 다만 추가적인 세부사항이 공개되지 않았기 때문에 실제로 그런 경우였는지는 알 수 없다.

2017년 캘리포니아주 에드워즈 공군기지 인근 강하구역으로 더미와 함께 내려오는 GR7000 낙하산. 제418비행시험비행대 팀은 ACES II 사출좌석의 기존 C-9 캐노피를 대체하는 방안으로 제안된 이 낙하산을 이용해 여러 차례 투하시험을 실시했다. 사진: 미 공군/브래드 화이트

일정 시간 동안 WSO는 낙하속도를 줄여줄 사용 가능한 낙하산 없이 지면을 향해 떨어지고 있었다.

“자유낙하라는 표현이 적절합니다.” 그는 말했다. “제가 얼마나 빠르게 떨어지고 있는지는 신경 쓰지 않았습니다. 대신 눈앞의 문제를 해결하려 했고, 낙하산을 펼치거나 낙하산 일부를 풀어내기 위해 할 수 있는 모든 일을 하는 데 집중했습니다.”

이후 낙하산이 부분적으로 펼쳐졌는지 완전히 펼쳐졌는지는 분명하지 않다. 충분히 감속되지 않아 심각한 부상을 입었다는 점에서 전자가 더 가능성이 높아 보인다.

“제 설명과 부상을 토대로 전문가들은 제가 시속 70~100마일 정도의 속도로 지면에 충돌했을 것으로 보고 있습니다.” 그는 말했다. 일반적으로 원형 낙하산을 이용한 안전한 착륙속도는 시속 15마일을 넘지 않는다.

회피

내레이션에 따르면 추락 충격으로 WSO는 척추가 부러졌으며, 팔과 어깨도 골절되고 발목이 삐었으며 머리와 얼굴의 베인 상처와 찰과상에서 피를 흘리고 있었다.

2024년 10월 29일 캘리포니아주 샌버너디노 카운티 포트 어윈 육군기지에서 조종사 구조훈련 중 제190전투비행대 소속 미 공군 조종사 매트 도넬런 중위가 우군 항공기와 교신하고 있다. 사진: 미 주방위공군

“부상은 있었지만 우리는 모두 마주한 상황에 적응하고 극복하도록 훈련받습니다.” 그는 설명했다. “부상에도 불구하고 가능한 한 빨리 착지 지점에서 벗어났습니다.”

훈련이 몸에 배어 있었고, 대령은 생존·회피·저항·탈출(SERE) 전문가들에게 배운 내용을 적용하기 시작했다. 상황을 더욱 어렵게 만든 것은 사출좌석 손상으로 좌석 하부에 들어 있는 생존키트를 갖고 있지 못했다는 점이었다.

“SERE 전문가들은 제 경우 20년도 더 전에 우선순위를 정하는 법을 가르쳤습니다.” 그는 말했다. “무엇을 해야 하는지만이 아니라 어느 시간대에 그것을 해야 하는지도 중요합니다. 그래서 저는 적에게서 벗어나고, 적절한 교신 장소를 찾고, 적이 저를 추적할 수 있는 방법을 피하거나 무력화하는 데 집중했습니다.”

WSO는 통신장비를 사용하기 시작하기 전에 착지지점에서 벗어나는 것을 우선했다. 이 과정에서 부상에도 불구하고 해발 7,000피트 산을 오르기 시작했다.

“그 부상 상태에서 어떻게 산을 올라갈 힘을 냈습니까?” 기자가 물었다. “의욕 부족 때문에 이란 TV에 나오게 되는 일은 없어야죠.” 대령은 답했다.

구조

한편 구조전력은 이미 승무원을 찾아 회수하기 위해 움직이고 있었다. 조종사인 DUDE 44 알파가 먼저 구조됐다.

인터뷰 중 기밀 해제된 영상에는 HH-60W 졸리 그린 II 헬리콥터 2대가 목표지역에 도착하는 모습이 담겼다. WSO는 자신이 있던 위치에서 불과 5마일 떨어진 곳에서 작전이 진행되는 것을 볼 수 있었다.

헬리콥터들은 조종사를 구조한 뒤 WSO를 찾으려 했지만 철수해야 했다. 인터뷰에서는 이유가 설명되지 않았지만, 이전 보도에서는 헬리콥터들이 공격을 받아 승무원들이 경상을 입었다고 언급된 바 있다.

“가장 두려웠던 것은 저를 구하기 위해 그렇게 열심히 노력하고 있는 팀을 실망시키는 것이었습니다.” 대령은 당시 기분을 묻는 질문에 답했다. “그들이 올 거라는 걸 알고 있었습니다. 하루가 걸리든 1년이 걸리든 미국은 약속을 지키고 저를 구조할 거라는 걸 알고 있었습니다. 저는 그들이 구조를 실행할 시간을 벌 수 있도록 제 역할을 해야 했습니다.”

그 사이 이란군은 실종된 승무원을 찾기 위해 계곡에서 수색대를 준비하고 있었다. “그들이 오고 있다는 걸 알고 있었습니다.” 그는 말했다. “그들이 저를 찾고 있다는 사실을 확실히 알고 있었습니다.”

구조가 실시된 밤에는 앞서 미 국방부가 언급했듯이 155대의 항공기가 작전 패키지에 참여했다. 그 가운데에는 WSO를 찾고 있던 이란군을 폭격하는 임무를 맡은 항공기도 포함돼 있었으며, 인터뷰를 위해 두 번째로 기밀 해제된 영상에서 그 모습이 공개됐다.

세 번째 영상은 구조 순간을 보여줬다. 헬리콥터가 산등성이에 착륙한 뒤 두 명의 항공구조사(Pararescue, PJ)가 대령에게 접근해 그를 구조했다. 영상 속 헬리콥터는 흐리게 처리됐지만, 이전 보도에서는 근처 임시 활주로에 착륙한 MC-130이 운반한 MH-6 리틀버드였다고 전해졌다.

“그 산등성이에서 PJ가 제게 나타난 순간은 제 인생에서 가장 위대한 순간 가운데 하나였습니다. 그들이 해준 모든 일에 대해 감사하다는 말보다 더 분명하게 표현할 방법을 모르겠습니다.” 대령은 이렇게 말을 마쳤다.

기이한 이론들

‘60 Minutes’ 인터뷰를 본 사람들의 관심을 끈 한 가지 세부사항은 HH-60W 블랙호크 헬리콥터 영상은 검열 없이 공개된 반면, 이후 조종사를 데리러 온 헬리콥터는 흐리게 처리됐다는 점이었다. 댄 케인 대장 역시 항공기의 정체가 드러나지 않도록 영상을 가렸다고 말했다.

그러나 앞서 설명했듯이 우리는 그 헬리콥터가 MH-6 리틀버드였다는 사실을 알고 있다. 그렇다면 왜 검열했을까? 많은 사람들은 이 항공기가 2011년 오사마 빈 라덴 급습작전으로 존재가 드러난 이른바 ‘스텔스 블랙호크’였기 때문에 가렸다고 주장하기 시작했다. 이는 아마도 전 세계 어느 매체보다 The Aviationist가 더 많이 다뤄온 기종일 것이다. 실제로 우리가 The Aviationist에 게재한 여러 개념도 가운데 하나가 검열된 영상과 함께 소셜미디어 게시물에 사용되기도 했다.

실제 이유는 아마 그보다 덜 흥미로울 수 있다. 적외선 영상에 나타나는 헬리콥터의 배기가스 적외선 신호를 숨기거나, 기체에 적용된 특정 개조사항을 감추기 위해 흐리게 처리했을 가능성이 있다.

실제로 이 기종의 존재가 소문으로 거론됐던 다른 최근 특수작전들과 달리, 악명 높은 MH-X, 즉 ‘스텔스 블랙호크’가 이란 구조작전에 참여했다는 징후는 없다. 가려진 헬리콥터의 크기는 독립적으로 존재가 확인된 MH-6와 일치하는 것으로 보인다.

어쨌든 스텔스 블랙호크에 대해 더 알고 싶다면 이 사이트의 검색 버튼을 이용하거나 아래 X 스레드에서 시작할 수 있다.

스테파노 두르소

스테파노 두르소는 이탈리아 레체를 기반으로 활동하는 The Aviationist의 부편집장이다. 그는 산업공학 학사학위를 보유하고 있으며 현재 항공우주공학 석사과정을 밟고 있다. 전문 분야는 신흥 항공우주·방위기술, 전자전, 무인·자율체계, 배회탄약, 그리고 군사작전과 현대 분쟁 분석에 적용되는 오픈소스정보(OSINT) 기법이다.

New Details About DUDE 44 Shootdown Emerge in First Interview of WSO - The Aviationist

New Details About DUDE 44 Shootdown Emerge in First Interview of WSO

New Details About DUDE 44 Shootdown Emerge in First Interview of WSO

Published on: September 14, 2026 at 4:30 PM CEST

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Stefano D'Urso

David Cenciotti

A screengrab of the video showing the rescue of DUDE 44 Bravo, the Weapon Systems Officer of the F-15E Strike Eagle shot down over Iran on April 3, 2026. In the inset, DUDE 44 Bravo during the interview. (Image credit: CBS and Department of Defense, edited by The Aviationist)

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For the first time, the Weapon Systems Officer of the F-15E Strike Eagle shot down in Iran appeared in public and shared his story.

For the first time since the April 3, 2026, incident in which an F-15E Strike Eagle, callsign DUDE 44, was shot down over Iran, one of the crew members appeared in public and shared his story. The Weapon Systems Officer (WSO), a Colonel of the 494th Fighter Squadron identified only as DUDE 44 Bravo because of security reasons, was interviewed during the episode of CBS‘ ’60 Minutes’ which aired on Sept. 13, 2026.

Since the shootdown, the U.S. Air Force has not released details about the identities of the two crew members. The only official information about them was released in the Pentagon briefings with the press following the successful rescue operations.

Introducing the interview, Admiral Brad Cooper, Commander of U.S. Central Command (CENTCOM), was asked why the aircraft was in that area. As already reported in previous occasions, the aircraft was involved in four-ship nighttime mission over a mountainous area south of Isfahan.

“Their mission was to conduct a strike on an industrial facility related to both the drone and the missile program, not related to the Isfahan nuclear facility,” said Cooper.

Secretary of War Pete Hegseth was next, and was asked about his reaction when he was woken up in the night with the news of the shootdown. “You always knew that was possible, so you immediately get to the next steps: are they ok? Does Iran know that? Whether they’re alive or not, we’re going to go get them,” said Hegseth.

DUDE 44 shootdown

As mentioned previously in official statements, the F-15E’s pilot and Weapon Systems Officer (WSO) were identified as DUDE 44 (the mission’s callsign) Alpha and Bravo, respectively. The crew member in the interview, DUDE 44 Bravo, is thus the Strike Eagle’s WSO.

“That day was just another day in the war for us, until that moment where we got hit by an Iranian weapon,” said the Colonel. While tape was put on his nametag to hide the name, the WSO was still wearing the patch of the 494th Fighter Squadron “Panthers,” one of the squadrons assigned to RAF Lakenheath’s 48th Fighter Wing.

A U.S. Air Force F-15E Strike Eagle assigned to the 494th Expeditionary Fighter Squadron lands at a base in the Middle East, Jan. 18, 2026. (Image Credit: Courtesy Photo)

“When it happened, it was perfectly clear to me that we’d been hit because of the violence of that impact,” he further added. “I think the best way I’ve been able to describe that moment was getting hit by a freight train.”

The crew got to work to assess the situation and their options to overcome the problems. Hundreds of miles from friendly territory, the first priority was to check whether the aircraft was still flyable and able to get them away from the area.

“We do all we can to try to save the aircraft,” said the Colonel. “It was evident that that wasn’t possible and soon thereafter we ejected and found ourselves floating over the heart of Iran.”

Among the many systems which were damaged by the impact of the missile was also the WSO’s ejection seat. “It damaged catastrophically many of the systems of the aircraft,” said the Colonel. “That also includes my ejection seat.”

Airman 1st Class Latrell Blackwell, left, and Senior Airman Kyle Hogan, 4th Component Maintenance Squadron aircrew egress technicians, install an ejection seat into an F-15E Strike Eagle at Seymour Johnson Air Force Base, North Carolina, Jan. 7, 2022. (Image Credit: U.S. Air Force courtesy photo by Airman 1st Class Hadley Neish)

He paused for a second to thank the Airmen working on the ejection seats and survival gear, saying “they did an incredible job, because despite the damage to the aircraft, to include the damage to my ejection seat, it outperformed the design specifications, and I call that a testament to their professionalism.”

Damaged parachute

The Colonel did not mention how the seat was damaged, however he mentioned that the damage cause a failure in the deployment of the parachute.

“My parachute was damaged in the initial attack at one point when I looked up and saw no parachute,” he said. “That was the most terrifying thing I’ve ever seen.”

It must be noted that in the F-15E’s ACES II seat the parachute is stowed in a container behind the headrest, which is the seat’s most exposed part to the exterior, and which can thus be damaged also by shrapnel. We don’t know however if that’s the case, as no further details were provided.

A GR7000 parachute along with dummy descends over a drop zone near Edwards Air Force Base, Calif, in 2017. A team from the 418th Flight Test Squadron conducted several drops using the parachute, which has been proposed as a replacement for the current C-9 canopy used in the ACES II ejection seat. (Image Credit: U.S. Air Force photo/Brad White)

For a certain time, the WSO found himself falling toward the ground without a usable parachute to slow him down.

“Free falling is a good way to put it,” he said. “I wasn’t focused on the speed at which I was falling, I was instead focused on trying to correct the problems that were in front of me and doing anything I could to unfurl or pull pieces of the parachute loose.”

It is unclear if the parachute was then partly or fully deployed. The former might be the likely option, as the descend was not slowed enough, causing extensive injuries.

“Based on my descriptions, and the injuries that I had, the professionals think I hit the ground going somewhere between 70 and 100 miles an hour,” he said. Usually, safe landings with round parachutes never exceed 15 miles per hour.

The evasion

According to the voiceover, the fall broke the WSO’s back, and he sustained also a broken arm, broken shoulder, sprained ankle and was bleeding from cuts and scrapes to his head and face.

U.S. Air Force pilot, 1st Lt. Matt Donnellan, assigned to the 190th Fighter Squadron, makes contact with friendly aircraft during a pilot rescue exercise at Fort Irwin Army Base, San Bernardino County, California, Oct. 29, 2024. (Image Credit: U.S. Air National Guard photo by Senior Airman Jadyn Eisenbrandt)

“I had injuries, but we all trained to adapt and overcome the things that we’re faced with,” he explained. “I moved as quickly as I could, despite the injuries, away from the place that I landed.”

Training kicked in, and the Colonel started applying what he was taught by Survival, Evasion, Resistance and Escape specialists. Complicating the effort, the damage to the ejection seat meant he did not have the survival kit contained in the seat’s bucket.

“SERE professionals trained me, over 20 years ago in my case, on setting priorities,” he said. “So it’s not just what you need to do, it’s the time frame that you need to do them in. So for me, I was focused on things like getting away from the enemy, finding  the right place to communicate, finding the way to hide or defeat the ways the enemy might track me.”

The WSO gave priority on getting away from the spot in which he landed, before starting to employ his communication equipment. During this movement, despite the injuries, he started climbing a 7,000 ft mountain.

“Given your injuries, how did you find the strength to make it up the mountain?” asked the reporter. “Never let a lack of motivation put you on an Iranian TV,” answered the Colonel.

The rescue

Meanwhile, the rescue forces were already moving to locate and pick up the crew. The pilot, DUDE 44 Alpha, was the first to be rescued.

During the interview, a declassified video showed the two HH-60W Jolly Green II helicopters arriving in the target area. From his vantage point, the WSO was able to see the operation unfolding only five miles away.

The helicopters, after picking up the pilot, tried to look for the WSO, but had to withdrew. The reason was not explained in the interview, although in previous occasions it was mentioned that the helicopters came under fire, with the crew sustaining light injuries.

“My worst fear was letting down the team that was working so diligently to rescue me,” said the Colonel when asked about how he felt. “I knew that they were going to come. I knew that America, whether it was one day or one year, was going to uphold its promise and rescue me. I had t do my part to give them time to affect that rescue.”

Meanwhile, the Iranians were preparing a search party in the valley, ready to look for the missing crew member. “I knew that they were coming,” he said. “I knew for a fact that they were looking for me.”

The night of the rescue, the mission package involved 155 aircraft, as mentioned previously by the Pentagon. Among them were aircraft tasked with bombing Iranian forces which were looking for the WSO, as shown in the second video declassified for the interview.

A third video showed the moment of the rescue, with the helicopter landing on the ridge and two Pararescue operators (also known as PJs) reaching the Colonel to pick him up. The helicopter was blurred in the video, although it was previously reported it was an MH-6 Little Bird transported by the MC-130s that landed on a makeshift runway nearby.

“The moment a PJ showed up to me on that ridgeline was one of the greatest moments of my life and I don’t know how to say it more clearly than thank you for all that they did,” concluded the Colonel.

Weird theories

One detail that attracted the attention of people watching the ’60 Minutes’ interview was that the footage of the HH-60W Black Hawk helicopter was shown uncensored, while the next helicopter that arrived to pick up the pilot was blurred. Gen. Dan Caine also said the image had been obscured so the aircraft’s identity would not be revealed.

Still, as already explained, we know that helicopter was an MH-6 Little Bird. So why censor it? Many people began suggesting that the aircraft had been hidden because it was the so-called “Stealth Black Hawk” revealed by the Osama bin Laden raid in 2011, a type we have probably written about more extensively than any other outlet in the world. In fact, one of the many renderings we have published here at The Aviationist has been used in social media posts accompanying the censored clip.

The actual reason is arguably less intriguing. The helicopter may have been blurred to conceal its infrared exhaust signature in IR footage, or to hide some modification fitted to the aircraft.

In fact, unlike other recent special operations where its presence was rumored, there is no indication that the infamous MH-X, or “Stealth Black Hawk,” was involved in the Iranian rescue operation, and the size of the obscured helicopter appears consistent with that of an MH-6, whose presence is independently confirmed.

Anyway, if you want to learn more about the Stealth Black Hawk, you can use the search button on this site, or start from the X thread here below.

TAGGED:CSARF-15E Strike EagleIranOperation Epic FuryU.S. Air Force

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• Stefano D'Urso
• David Cenciotti

By Stefano D'Urso

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Stefano D'Urso is the Deputy Editor at The Aviationist, based in Lecce, Italy. He holds a Bachelor’s Degree in Industrial Engineering and is currently pursuing a Master’s Degree in Aerospace Engineering. His areas of expertise include emerging aerospace and defense technologies, electronic warfare, unmanned and autonomous systems, loitering munitions, and the application of OSINT techniques to the analysis of military operations and contemporary conflicts.

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