A B-52 LOSES IT'S TAIL

[Airborne]

Even with No Tail, B-52 'Finest I Ever Flew,' Says Pilot

January 10, 1964, started out as a typical day for the flight test group at Boeing's Wichita plant. Pilot Chuck Fisher took off in a B-52H with a three-man Boeing crew, flying a low-level profile to obtain structural data.

Over Colorado, cruising 500 feet above the mountainous terrain, the B-52 encountered some turbulence. Fisher climbed to 14,300 feet looking for smoother air.

At this point the typical day ended.The bomber flew into clear-air turbulence. It felt as if the plane had been placed in a giant high-speed elevator, shoved up and down, and hit by a heavy blow on its right side.

Fisher told the crew to prepare to abandon the plane. He slowed the aircraft and dropped to about 5,000 feet to make it easier to bail out.

But then Fisher regained some control. He climbed slowly to 16,000 feet to put some safety room between the plane and the ground. He informed Wichita about what was happening. Although control was difficult, Fisher said he believed he could get the plane back in one piece.

Response to the situation at Wichita, and elsewhere, was immediate. An emergency control center was set up in the office of Wichita's director of flight test. Key Boeing engineers and other specialists were summoned to provide their expertise. Federal Aviation Administration air traffic control centers at Denver and Kansas City cleared the air around the troubled plane. A Strategic Air Command B-52 in the area maintained radio contact with the crew of the Wichita B-52.

As Fisher got closer to Wichita, a Boeing chase plane flew up to meet him and to visually report the damage. When Dale Felix, flying an F-100 fighter, came alongside Fisher's B-52, he couldn't believe what he saw: The B-52's vertical tail was gone.

Felix broke the news to Fisher and those gathered in the control center. There was no panic. Everyone on the plane and in the control center knew they could be called upon at any time for just such a situation.

In the emergency control center, the engineers began making calculations and suggesting the best way to get the plane down safely.

The Air Force was also lending assistance. A B-52, just taking off for a routine flight, was used to test the various flight configurations suggested by the specialists before Fisher had to try them.



As high gusty winds rolled into Wichita, the decision was made to divert the B-52 to Blytheville Air Force Base in Northeastern Arkansas.

Boeing specialists from the emergency control center took off in a KC-135 and accompanied Fisher to Blytheville, serving as an airborne control center.

Six hours after the incident first occurred, Fisher and his crew brought in the damaged B-52 for a safe landing.

"I'm very proud of this crew and this airplane," Fisher said. "Also we had a lot people helping us, and we're very thankful for that."

The B-52, Fisher said, "Is the finest airplane I ever flew."

[Konigstiger205]

Well that proves that the B-52 its a fine aircraft...

[Airborne]

Sure was a way ahead of it's time when it first flew.
Here's a pic from 1973. It's about to drop an F-151 from high altitude.

[DerAdlerIstGelandet]

Thats an F-15 my friend.

[Airborne]

Yep Eagle. Miss print. Sorry again.

[Aggie08]

Wow, a fine aircraft indeed. Never heard of the remote F-15, but it's a cool pic.

[evangilder]

It's actually a 3/8th scale F-15. From NASA:

In April of 1971, Assistant Secretary of the Air Force for Research and Development Grant Hanson sent a memorandum noting the comparatively small amount of research being conducted on stalls (losses of lift) and spins despite the yearly losses that they caused (especially of fighter aircraft). In the spring and summer of that year, NASA’s Flight Research Center (redesignated in 1976 the Dryden Flight Research Center, Edwards, California) studied the feasibility of conducting flight research with a sub-scale fighter-type Remotely Piloted Research Vehicle (RPRV) in the stall-spin regime. In November, NASA Headquarters approved flight research for a 3/8-scale F-15 RPRV. It would measure aerodynamic derivatives of the aircraft throughout its angle-of-attack range and compare them with those from wind tunnels and full-scale flight. (Angle of attack refers to the angle of the wings or fuselage with respect to the prevailing wind.)

The McDonnell Douglas Aircraft Co., builder of the full-size F-15, designed and constructed three 3/8-scale mostly fiberglass, unpowered F-15 RPRV's for a little more than $250,000 apiece (compared with $6.8 million for a full-size F-15). The FRC set up a dedicated RPRV control facility in a room on the first floor next to the hangar for the RPRV and set up a much more sophisticated control system than was used for an earlier RPRV--the Hyper III. The control facility featured a digital uplink capability, a ground computer, a television monitor, and a telemetry system.

Launched from a B-52, the first F-15 RPRV flew its initial flight on October 12, 1973. The initial flights were recovered in mid-air by helicopters, but later flights employed horizontal landings by the remote research pilot, who "flew" the aircraft from the RPRV control facility. Chosen because of the risks involved in spin testing a full-scale fighter aircraft, the remotely piloted research technique enabled the pilot to interact with the vehicle much as he did in normal flight. Flying remotely, however, called for some special techniques to make up for the cues available to a pilot in the airplane but not to a remote pilot. It also allowed the flight envelope to be expanded more rapidly than conventional flight research methods permitted for piloted vehicles.

During its first 27 flights, through the end of 1975, flight research over an angle-of-attack range of minus 20 degrees to plus 53 degrees with the 3/8-scale vehicle in the basic F-15 configuration allowed FRC engineers to test the mathematical model of the aircraft in an angle-of-attack range not previously examined in flight research. The basic airplane configuration proved to be resistant to departure from straight and level flight, hence to spins; however, the vehicle could be flown into a spin using a technique developed in the simulator. Data obtained during the first 27 flights gave researchers a better understanding of the spin characteristics of the full-scale fighter. Researchers later obtained spin data with the vehicle in other configurations at angles of attack as large as minus 70 degrees and plus 88 degrees.

There were 36 flights of the 3/8-scale F-15s by the end of 1978 and 53 flights by mid-July of 1981. These included some in which the vehicle--redesignated the Spin Research Vehicle after it was modified from the basic F-15 configuration--evaluated the effects of an elongated nose and a wind-tunnel-designed nose strake (among other modifications) on the airplane's stall/spin characteristics. Results of flight research with these modifications indicated that the addition of the nose strake increased the vehicle's resistance to departure from the intended flight path, especially entrance into a spin.

Large differential tail deflections, a tail chute, and a nose chute all proved effective as spin recovery techniques, although it was essential to release the nose chute once it had deflated in order to prevent an inadvertent reentry into a spin. Overall, remote piloting with the 3/8-scale F-15 provided high-quality data about spin characteristics.

The SRV was about 23 and one-half feet long and had a 16-foot wing span.

[Jank]

"It's actually a 3/8th scale F-15. From NASA:"

Yeah. As I looked at the pic, I said,"That's not right. An F-15 is a big plane."

[evangilder]

I thought the same thing, that's why I looked it up. It looked too small.