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B-52 Flying Without a Tail: "Flight Without a Fin" 1964 US Air Force Film FR-479
🕑 Added 2020-12-09 23:41:29 +0000 UTCmore at http://quickfound.net/
Originally a public domain film from the US Air Force, slightly cropped to remove uneven edges, with the aspect ratio corrected, and one-pass brightness-contrast-color correction & mild video noise reduction applied.
The soundtrack was also processed with volume normalization, noise reduction, clipping reduction, and/or equalization (the resulting sound, though not perfect, is far less noisy than the original).
https://en.wikipedia.org/wiki/Boeing_B-52_Stratofortress
Wikipedia license: http://creativecommons.org/licenses/by-sa/3.0/
The Boeing B-52 Stratofortress is an American long-range, subsonic, jet-powered strategic bomber. The B-52 was designed and built by Boeing, which has continued to provide support and upgrades. It has been operated by the United States Air Force (USAF) since the 1950s. The bomber is capable of carrying up to 70,000 pounds (32,000 kg) of weapons, and has a typical combat range of more than 8,800 miles (14,080 km) without aerial refueling.
Beginning with the successful contract bid in June 1946, the B-52 design evolved from a straight wing aircraft powered by six turboprop engines to the final prototype YB-52 with eight turbojet engines and swept wings. The B-52 took its maiden flight in April 1952. Built to carry nuclear weapons for Cold War-era deterrence missions, the B-52 Stratofortress replaced the Convair B-36 Peacemaker. A veteran of several wars, the B-52 has dropped only conventional munitions in combat. The B-52's official name Stratofortress is rarely used; informally, the aircraft has become commonly referred to as the BUFF (Big Ugly Fat Fucker/Fella).
The B-52 has been in service with the USAF since 1955. As of June 2019, 58 are in service, 18 in reserve, and about 12 in long-term storage. The bombers flew under the Strategic Air Command (SAC) until it was disestablished in 1992 and its aircraft absorbed into the Air Combat Command (ACC); in 2010, all B-52 Stratofortresses were transferred from the ACC to the new Air Force Global Strike Command (AFGSC). Superior performance at high subsonic speeds and relatively low operating costs have kept them in service despite the advent of later, more advanced strategic bombers, including the Mach 2+ B-58 Hustler, the canceled Mach 3 B-70 Valkyrie, the variable-geometry B-1 Lancer, and the stealth B-2 Spirit. The B-52 completed sixty years of continuous service with its original operator in 2015. After being upgraded between 2013 and 2015, the last airplanes are expected to serve into the 2050s...
The B-52 shared many technological similarities with the preceding B-47 Stratojet strategic bomber. The two aircraft used the same basic design, such as swept wings and podded jet engines, and the cabin included the crew ejection systems. On the B-52D, the pilots and electronic countermeasures (ECM) operator ejected upwards, while the lower deck crew ejected downwards; until the B-52G, the gunner had to jettison the tail gun to bail out. The tail gunner in early model B-52s was located in the traditional location in the tail of the plane, with both visual and radar gun laying systems; in later models the gunner was moved to the front of the fuselage, with gun laying carried out by radar alone, much like the B-58 Hustler's tail gun system.
Structural fatigue was accelerated by at least a factor of eight in a low-altitude flight profile over that of high-altitude flying, requiring costly repairs to extend service life. In the early 1960s, the three-phase High Stress program was launched to counter structural fatigue, enrolling aircraft at 2,000 flying hours. Follow-up programs were conducted, such as a 2,000-hour service life extension to select airframes in 1966β1968, and the extensive Pacer Plank reskinning, completed in 1977. The wet wing introduced on G and H models was even more susceptible to fatigue, experiencing 60% more stress during flight than the old wing. The wings were modified by 1964 under ECP 1050.[90] This was followed by a fuselage skin and longeron replacement (ECP 1185) in 1966, and the B-52 Stability Augmentation and Flight Control program (ECP 1195) in 1967.[90] Fuel leaks due to deteriorating Marman clamps continued to plague all variants of the B-52. To this end, the aircraft were subjected to Blue Band (1957), Hard Shell (1958), and finally QuickClip (1958) programs. The latter fitted safety straps that prevented catastrophic loss of fuel in case of clamp failure. The B-52's service ceiling is officially listed as 50,000 feet, but operational experience shows this is difficult to reach when fully laden with bombs. According to one source: "The optimal altitude for a combat mission was around 43,000 feet, because to exceed that height would rapidly degrade the plane's range."...
