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B-52 workhorse valued in research aircraft stable
B-52 Project Manager Editor's Note: June 11, 1955, Dryden's B-52 made its first flight. Roy Bryant, Dryden's B-52 project manager, takes a look at one of the Center's workhorse testbeds that has assisted in air launch research of some of the most successful flight research projects in history. From the X-15 to the lifting body aircraft to the current X-38, X-43 and X-37 research projects, the B-52 remains a vital part of NASA's flight research stable. It was a Southern California kind of day at Boeing Field, Seattle, Wash., on June 11, 1955. The temperature ranged from the 60s to mid 70s, clear skies with a visibility of more than 15 miles existed and the winds were less than 15 knots. These were ideal conditions for RB-52B-0008 to make its maiden production test flight. RB is a designation for a dual-capable reconnaissance/bomber. At the time no one could have predicted that four and one-half decades in the future this aircraft still would be flying and making significant contributions. In September 1955, three months after making its maiden flight, 0008 was transferred to Edwards Air Force Base, Calif., where it assumed the role of bomb-navigation system test aircraft. However, it was a short tour of duty because in 1958 it was selected as one of two B-52s to serve as the carrier aircraft for the X-15 rocket plane. So on Dec. 13, 1958, B-52-0008 arrived at the North American Aviation (NAA) facility at Air Force Plant 42 in Palmdale, Calif. It was modified and configured until June for its mission to carry the X-15. The aircraft was redesignated for its new job the NB-52B and assigned the number 008. This was very definitely a career change for the bomber. The Dawn of a New Day NASA, the Air Force Flight Test Center and NAA personnel anxiously waited Saturday, Jan. 23, 1960 in the NASA Flight Research Center's control room, listening and watching intently as the mission progressed. The Flight Research Center became the Hugh L. Dryden Flight Research Center in 1976. It was the first launch of an X-15 (serial number 670) rocket research aircraft from the Flight Research Center's NB-52-008 and the flight became part of the aircraft's legacy. At 4:17:05 p.m., B-52 pilot Maj. Fitz Fulton radioed "here we go Scotty" (referring to NAA pilot Scott Crossfield). The response came back "and they look very good across the board" (referring to the eight chambers of the two XLR-11 rocket engines powering the No. 1 X-15) and singing "back in the saddle again." The previous X-15 flight, which was launched by the now retired B-52 003, three months earlier ended in an emergency landing, in a heavy-weight condition, on Rosamond Dry Lake that resulted in structural damage to the No. 2 aircraft. Crossfield was glad to be back flying again. The Flying Museum The 41 years of history since that launch of the X-15 rocket aircraft by B-52-008 are reflected visually on the billboard-sized right side of the aircraft's fuselage. Fourteen major programs have required the services of 008. The Lifting Body Program (five different shapes were dropped) and the validation of the Solid Rocket Booster parachute recovery system (two different series) followed the X-15 rocket plane. The B-52 also was used for the 3/8-scale F-15 model drop tests to compare model data (scaled up) with full-size aircraft data for the same conditions. Next came the Spin Research Vehicle (SRV) program where the 3/8-scale F-15 model's nose shape was replaced with various shapes to evaluate their effects on the spin characteristics of the vehicle; support of the USAF Strategic Studies program; and provided a large target for USAF F-16 radar evaluation. B-52 008 continued making history with the Drones for Aerodynamic and Structural Testing (DAST) Program to study the ability of advanced flight control systems to control wing flutter conditions. The F-111 aircraft crew module parachute recovery system validation (four different series of tests); the HiMAT (Highly Maneuverable Aircraft Technology) research aircraft program; and the Pegasus program, a Defense Advanced Research Projects Agency (DARPA) program to evaluate small launch vehicles. The aircraft also was used to conduct the Engine Emissions program, a study to evaluate engine emissions and the validation of the orbiter drag chute system. Current projects include evaluation flights and air launches of the X-38 series of vehicles that are expected to validate a crew return vehicle for the International Space Station; and the flight of the hypersonic X-43. B-52-008 has provided memorable, and at times historic, carrier air service. Two X-15 flights are perhaps remembered more than any of the rest; the speed record flight by Maj. William J. "Pete" Knight (now a California state senator) on Oct. 3, 1967, when he attained a speed of Mach 6.70 (4520 mph) and the last X-15 flight by pilot William "Bill" Dana on Oct. 24, 1968. One of the more dramatic lifting body flights occurred on Aug. 5, 1975, when Center pilot John Manke, on his last lifting body flight, guided the X-24B (unpowered) to a picture-perfect landing on Edwards' concrete runway 04. The data from this flight provided information vital to the Space Shuttle program. Dryden Begins B-52 Operations With the completion of the lifting body program at the end of 1975, the Air Force considered retiring B-52-008. However, NASA identified several potential programs that had a requirement for an aircraft with an air launch capability. As a result, NASA and the Air Force entered a loan agreement. It was signed in April 1976 and placed the aircraft on a loan status to NASA, whereby Dryden would maintain and fly the aircraft. Tests to validate the system to recover the Space Shuttle solid rocket booster casings once their propellant was exhausted provided a memorable event. It was a non-drop flight. It wasn't planned to be that way, but Murphy's Law struck. On a planned drop at the El Centro National Parachute Test Range, when pilot Fitz Fulton activated the release system, the Drop Test Vehicle (DTV) remained attached to the pylon. He had no better results when activating the emergency release system. However, the launch panel operator, Ray Young, was receiving a pylon hooks open indication. Several aircraft maneuvers by Fitz had negative results. The DTV was still attached to the pylon. Casually the flight crew returned to Edwards and Fitz greased the landing. Problem: the hook release system had built up enough friction over the years that it wouldn't allow the hooks to open and release its payload, but it allowed enough movement to activate the micro switches that sent a 'hooks open' indication to the launch panel. The situation was corrected prior to the next flight. Continuing to Make History A history-making launch occurred during the Pegasus program. On February 7, 1993, the B-52 with a Pegasus launch vehicle mated to the wing pylon was deployed to the Kennedy Space Center for an East Coast mission. The Pegasus vehicle launched two days later put a commercial satellite, the OXP-1, into orbit making 008 the first aircraft to accomplish this type of operation. The B-52's six launches of the Pegasus resulted in a total of 17 satellites being put into orbit according to information received from Bob Richards of Orbital Science Corp. The latest milestone in 008's legacy was the first launch of an X-38 on March 12, 1998. Dryden is providing flight support for the Johnson Space Center program that put 008 back in the X-plane business. It also will fly the hypersonic X-43 as a captive passenger on the same pylon once used for X-15 air launches. On Sept. 16, 1999, the eve of the 40th anniversary of the first powered flight of the X-15 aircraft, 008 made its 1000th flight. It may not seem like many flights or flight-hours (less than 2,400) by B-52 standards for the vast number of years (approximately 44 at that date). However, it was a significant milestone. As 008 continues into the 21st century and toward its 46th anniversary, the plans are to add two more X-planes to its legacy, the X-43 and the X-37. The Last of its Kind B-52Bs were retired in the 1960s and all the later models Cs, Ds, and Gs were retired from the Air Force inventory in subsequent years, leaving only the B-52H models still flying. The question that always comes up is: How is it that the NASA NB-52-008 is still flying and in good maintenance condition after all these years? The answers are provided by some of the people who are the most closely associated with the aircraft. o Crew Chief Dan Bain (1992 - present): "The maintenance team looks at the aircraft with pride because of its historical significance. It's the last of its kind and we're all real proud to work on it. It's an honor because there's no other airplane like it in the world." o Mike Bondy (crew chief 1982 - 1992): "The B-52 is like an old friend." o Reflecting upon his association with 008 since being assigned as Ops Engineer in March 1998, Matt Graham commented "it's a fun project to work on." o Special Assistant (operations directorate) Bill Albrecht: "DFRC has the capability to perform depot level maintenance on many B-52 parts and can often refurbish rejected items. Innovative tools and procedures have been created by Dryden maintenance personnel, which permit bench testing of many components. The most ambitious being a test stand which provides for ground test of a complete hydro pack, under load, using a GSE air start unit as a bleed air power source." (This was a Bob Allen creation.) "The pipeline established several years ago, giving Dryden routine access to parts removed from stored B-52 aircraft at Davis Monthan Air Force Base (AMARC) has worked well. As a result, Dryden has not only received parts required for immediate use on 008, but has accumulated and stored a large number of spares for future support." The Flying Ambassador The aircraft has benefited from an ongoing effort to upgrade its systems to include configurations from later model B-52 aircraft. The result is a more modern aircraft and a greatly improved logistic situation. The aircraft could be considered a flying ambassador for the entire B-52 fleet since it has parts and systems from six of the eight series of aircraft that were built. Some examples are: part of the gauges in the fuel quantity system are from B, C, D series; the ejection seats are D series; the drag chute system can accommodate G-series parachutes; and the landing gear and brakes are G/H series. Al Clark is Dryden's liaison with Oklahoma City, Air Logistics Center (OC-ALC) at Tinker Air Force Base since the aircraft was loaned to Dryden from the Air Force in 1976. These are just some of the observations he made after he took the perspective of considering all the resources NASA has used over the years to keep B-52-008 flying in answering the question - Why has 52-008 lasted so long? "AMARC parts support from C and D aircraft prior to their elimination; NASA's ability to use in-house skills and outside contractor support to overhaul/rebuild non-supportable parts, whether structural, mechanical or electrical; highly tailored Programmed Depot Maintenance (PDM) work specification reviewed/rewritten to meet the needs of the bomber. PDM is accomplished with OC-ALC and NASA maintenance personnel working together - utilizing each other's skills and expertise; OC-ALC and Boeing Wichita's rapid response to NASA questions/problems with dedicated personnel," he said. "NASA program management and engineering staffs' close oversight of matching test program objectives to capabilities of the airplane. The NASA B-52 has a dedicated bomber crew that goes the extra mile, works overtime, weekends and extended TDYs. Another element that keeps the B-52 flying is careful attention to detail in performing aircraft maintenance (inspections, day-to-day maintenance and tracking down non-stocked parts). Dryden also has dedicated crew chiefs (Don Guilinger, Bondy, Bain) who have longevity with the bomber," Clark said. The Pilots Over the more than 45 years since the first flight of 008, many pilots have flown the aircraft. Here are some comments by current and recent pilots of 008. o Current B-52 project pilot and former astronaut Gordon Fullerton refers to 008 as "a classic airplane that is a privilege to fly and I look forward to each flight in 008 regardless of the mission. Its unique systems work and it is well suited for the job. With turbojet engines it is the highest flying B-52. Unlike other B-52s it has ailerons, which give it better control. It's a straightforward and honest airplane. It's a challenge to fly, but there's a lot of satisfaction in flying it too." o Pilot and Deputy Director of Flight Operations Ed Schneider said, "being an amateur historian gives special meaning to my B-52 piloting job. This airframehas transcended four and one-half decades - through the Cold War . . . and it's still a very productive airplane. Being able to fly it . . . it's very special for me." o Jim Smolka, B-52 co-project pilot, echoes praise for the maintenance crews. "I have a lot of respect for the maintenance guys, it's not an easy airplane to maintain. There are many old parts on it . . . tubes instead of transistors . . . and some parts have to be scavenged from museum B-52s around the country. But we very seldom have a problem with the airplane." o Frank Batteas, one of the pilots on the 1000th flight, remarked after the flight, "in 1980 during my first assignment in the Air Force I was stationed at Norton Air Force Base in San Bernardino. I visited Edwards and took the NASA tour. The B-52 was sitting just outside building 4800. Little did I know that nearly 20 years later I would be piloting this very B-52." o One of the young current B-52 pilots, Dana Purifoy, commented that "I love flying airplanes older than I am." o Former pilot and currently Dryden's Chief Engineer, Gary Krier, had this comment about his first B-52 landing with Fitz Fulton as the instructor pilot: "It was kind of like being at the front end of a freight train." Gary said he recently spoke with Keith Henson, a recent retiree from Marshall Space Flight Center, Huntsville, Ala., during a trip to NASA Headquarters in June. Henson was the Marshall program manager for the Solid Rocket Booster parachute recovery systems tests that used Dryden's B-52 for the Drop Test Vehicle (SRB-DTV) during tests conducted June 1977-June 1978 and again Sept. 1983-March 1985. In reflecting on his experience working with Dryden personnel during the SRB-DTV tests Henson said it was, "a very enjoyable experience because of the attitude of everyone I met, they were very enthusiastic about doing my project." To receive an accolade of this magnitude more than 15 years after a program has been completed is a very special tribute to the personnel who are and have been associated with the historic NASA NB-52 No. 008. Pride, dedication and innovation are the key elements of the people who have kept this vintage aircraft ready to support the many projects that have kept the United States at the forefront of aerospace development. These same key elements will keep NASA NB-52B-008 ever ready to fly in the 21st century and maybe for a 50th anniversary. |
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Responsible NASA Official: John Childress For questions, contact: Dryden Web Group Page Curator:WD-Team Modified: July 20, 2000 |
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