2015 Winter Friends Journal Sampler by Air Force Museum Foundation, Inc

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FOUNDATION, INC.

Winter 2014-2015 The Magazine of the Air Force Museum Foundation • www.airforcemuseum.com

Featured Articles Pushing Boundaries: Vision and Genius in the Research & Development Gallery My Incredible Journey

Next destination: the Presidential Hangar, coming to the fourth building at The National Museum of the U.S. Air Force™

www.afmuseum.com The Air Force Museum Foundation, Inc. is a Section 501(c)(3) not-for profit organization. It is not part of the Department of Defense or any of its components, and it has no government status.

The Early Days of the X-29 Flight Test Program

Last Roll of the Dice: The Final Flight of Jerk’s Natural

Vol. 37 No.4

THE AIR FORCE MUSEUM FOUNDATION, INC. BOARD OF MANAGERS Ms. Frances A. Duntz - Chairman Mr. Philip L. Soucy - President Col (Ret) James B. Schepley - Vice President Col (Ret) Susan E. Richardson - Secretary Mr. Robert J. Suttman II, CFA - Treasurer Dr. Deborah E. Barnhart, CAPT (Ret), USN Gen (Ret) William J. Begert The Hon. Claude M. Bolton Jr. Col (Ret) Mark N. Brown Dr. Thomas J. Burns, PhD Lt Gen (Ret) Charles H. Coolidge Jr. Brig Gen (Ret) Paul R. Cooper Dr. Pamela A. Drew Mr. Roger D. Duke Mr. David C. Evans Mr. Charles J. Faruki Col (Ret) Frederick D. Gregory Maj Gen (Ret) E. Ann Harrell Col (Ret) William S. Harrell CMSgt (Ret) Eric R. Jaren Mr. Gregory G. Lockhart Lt Gen (Ret) Richard V. Reynolds Gen (Ret) Charles T. Robertson Jr. Mr. Scott J. Seymour Mr. Harry W. (Wes) Stowers Jr.

From the Executive Director According to Merriam-Webster, the definition of “invest” includes the following: 1. to commit (money) in order to earn a financial return; 2. to make use of, for future benefits or advantages; 3. to involve or engage, especially emotionally. The “what” and “how” of investing are easy to understand. You invest your money in the hope it will make a return. You invest your time in a process or technology to improve performance or to create something new. Or you invest your time, love, and money into our greatest resource . . . people. Thinking back on your own experiences, you probably can recall at least one person in your life who had that right word of encouragement, that right push, that right belief in your abilities at the right time—which often resulted in success beyond what you thought you were capable of. As I read the stories in this Friends Journal which are centered around that “investment” theme, specifically research and development (R&D), I wondered: Why would a person commit themselves to the achievement of something the world has never experienced before, to try one more time . . . after failing 999 times before? To make an investment with no real certainty of success is arguably illogical, right?

NATIONAL MUSEUM OF THE U.S. AIR FORCE Lt Gen (Ret) J. L. Hudson, Director

In the end I came to the conclusion that there is no one right answer. That spark, that willingness to go above and beyond, is different in all of us. Whether it’s that first time you reached rotation speed, or when you were on the flight line and you fixed a mechanical issue to get that plane in the air, or opened the eyes of a young person to the world of possibilities—that point of passion is uniquely special.

FOUNDATION

What I am certain of, though, is that Museum Director Lt Gen (Ret) Jack Hudson and his team are committed to making the art of the impossible possible. They are the dreamers aligning today’s investment with opportunity—to educate and inspire tomorrow’s youth.

Friends Journal

In 2016 the fourth building will open, and science, technology, engineering and mathematics (STEM) learning nodes will play a pivotal role. We at the Air Force Museum Foundation have been working hard to fund this important expansion of the National Museum of the U.S. Air Force. While we are closing in on our campaign goal, we could use your help to fund these learning nodes. If you haven’t already done so, please join us in investing in those who will follow. They will not disappoint you. I promise. With respect, Mike Imhoff P.S. Look for the Foundation’s 2014 Annual Report with your spring 2015 issue of the Friends Journal.

Executive Director - Michael Imhoff Chief Development Officer - Col (Ret) Mona Vollmer Special Events Manager - Andrew S. Duncan Membership Manager - Matt Lynch Membership Coordinator - Michele Giefer Membership Office: 1-877-258-3910 (toll free) or 937-656-9615 Editor - Peggy Coale Art Director - Mark A. Riley Editorial Assistants - Michael Giefer, Joe King, Robert Pinizzotto, Art Powell Editorial Office: 937-656-9622

Cover: Illustration of the Grumman forward-swept wing X-29. Illustration by Mark Riley.

The Friends Journal is published quarterly by the Air Force Museum Foundation, Inc., a not-for-profit organization dedicated to the expansion and improvement of the National Museum of the United States Air Force and to the preservation of the history of the United States Air Force. Authors retain all rights to further publication or use. Author’s views expressed in the Friends Journal do not necessarily represent those of the Air Force Museum Foundation, Inc. or those of the United States Air Force. Printed in the USA. USPS Standard ”A” rate postage paid at Dayton, OH. Subscription to the Friends Journal is included in the annual membership of the Friends of the National Museum of the U.S. Air Force. All materials are copyright 2015 and may not be reproduced without permission from the Air Force Museum Foundation, Inc. Submission of material for publication and correspondence concerning contents should be addressed to The Air Force Museum Foundation, Inc., P.O. Box 1903, Wright-Patterson AFB, OH 45433-1903, and marked in the corner of the envelope “ATTN: Editor.”

Northrop

Gee-Whciezlzerator Sled De

The Gee-Whizz Decelerator Sled was a vehicle developed to test the effect of deceleration forces on humans and related equipment, as encountered in aircraft crashes, ditching, rocket-powered seat ejections, and parachuteopening shocks. Built by Northrop Aircraft in April 1947, the sled was mounted on a 2,000-foot missile launching track in Muroc, California—now Edwards Air Force Base. Up to four solid fuel rockets, producing 1,000 pounds of thrust each for five seconds, produced a maximum sled speed of about 200 mph. The braking unit brought the sled to an abrupt halt, producing the desired deceleration effect of up to 50 g’s, or 50 times the force of gravity. The first human to ride the sled was then-Capt John P. Stapp on December 10, 1947. Between April 1947 and the final run in June 1951, more than 250 sled tests were made using dummies, animals, or humans. Volunteers, including later-Colonel Stapp, subjected themselves to a deceleration force of more than 35 g’s on some tests. Gee-Whizz Braking System Forty-five sets of hydraulic clasp-type friction brakes were used in the main braking system for the “GeeWhizz” sled. The brakes were mounted along a 47-foot braking section of the track. When tripped mechanically by movement of the sled, the brake shoes engaged two braking rails on the underside of the sled carriage and brought the sled to almost a complete halt. By using different numbers of brake shoes and rockets, sled speed and the degree of deceleration force could be predetermined up to a maximum design limit of 50 g’s. In the event of a main brake failure, an emergency cable arresting gear was mounted near the end of the track to halt the sled.

Contents ARTICLES

DEPARTMENTS

Pushing Boundaries:

Editor’s Notes

Research & Development Gallery

Friends Feedback

Vision and Genius in the

Squire Brown, PhD

My Incredible Journey Lt Col (Ret) Alton W. Yates

The Early Days of the X-29 Flight Test Program

Witness to History: The Atomic Bomb Tests

Col (Ret) Ted Wierzbanowski, aka “W+12”

The Tuskegee Airmen: Milestone Dates

Tuskegee Airmen by the Numbers

Edward Teller and Demonstrating the Atomic Bomb

New Exhibits

Restoration Update

Reunion Notices

The Museum Store

Life on the Leading Edge:

Colonel Ted Sturmthal

George L. Allen

46 Activities & Events

Lt Col (Ret) John Lowery

Alex E. S. Green

The Last Flight of the Iron Pumpkin Lt Col (Ret) Robert L. Brown

Jim Copes

PT-13D Kaydet at the National Museum of the U.S. Air Force.

Last Roll of the Dice:

The Final Flight of Jerk’s Natural Gregg Jones

A Sister Remembers Barbara Bedwell Eltzroth

The Stearman PT-13D Kaydet is back on display in the World War II Gallery at the National Museum of the U.S. Air Force. The aircraft is part of an expanded Tuskegee Airman exhibit set to open on February 10, 2015.

Friends Journal • Winter 2014/2015

EDITOR’s

NOTES

ushing Boundaries. The title of our lead article reflects the theme of this Friends Journal, and in a more literal sense, the exciting construction on the Museum’s fourth building we’re witnessing from our front-row seat here at the Air Force Museum Foundation.With completion scheduled for later this year, the new building will bring four new galleries to the Museum’s main campus: Research & Development, Presidential, Space, and Global Reach. General Henry H. “Hap” Arnold, an early proponent of Air Force research and development, was one of the first to recognize the need to push boundaries. The Scientific Advisory Group he convened after World War II created a road map for the development of military aviation. As Dr. Squire Brown explains in the lead article, many of the Museum’s remarkable R&D aircraft are a result of this report. As the Museum prepares to expand its own roadmap, we will celebrate progress on the fourth building in each Friends Journal in 2015. Each quarterly issue will feature stories and artifacts related to one of the four new galleries planned for the fourth building. In addition to Dr. Brown’s excellent and comprehensive review of the Museum’s R&D collection, we present a fascinating personal story from an Airman who tested high-speed rocket sleds under the supervision of the “fastest man on earth.” The first USAF test pilot to fly the X-29 describes that aircraft’s breakthrough technologies and his firsthand experience flying it.Two articles consider interesting perspectives on America’s use of the atomic bomb; one from an eyewitness to the bomb’s testing. The article “Life on the Leading Edge” profiles Col Ted Sturmthal, a legendary test pilot who pushed boundaries in more ways than one. To celebrate the February 10 opening of a new Tuskegee Airmen exhibit in the Museum’s World War II Gallery, we present facts and figures about these iconic African-American pilots. They flew with great skill and courage, pushing the boundaries of racial stereotype in American society at that time. Two ill fated planes round out the article lineup in this journal: The Iron Pumpkin and Jerk’s Natural. The so-called Iron Pumpkin was an RC-135S Rivet Ball whose top-secret mission was to determine whether the Soviets were operating within the boundaries of the Strategic Missile Limitation Treaty. (Hint: they weren’t). With our pair of stories on Jerk’s Natural, we present the final chapter for a plane we first brought to your attention in the centerfold of the summer 2013 issue. Acclaimed journalist Gregg Jones followed the trail of his uncle, the Jerk’s Natural radio operator, to uncover the truth about the mysterious disappearance of this plane in 1943. The companion piece, “A Sister Remembers,” reminds us that memories of our loved ones stretch beyond the boundaries of time and distance. Thank you, Friends, for allowing us to the push the boundaries of your own recollections of Air Force service, so that we may bring them to life on the pages of our Friends Journal. Happy 2015! Editor

Friends Journal • Winter 2014/2015

Friends Feedback AC-130 Gunship Missions I read with interest and some sentimental feelings the article by Lt Col Suazo in the fall (2014) Friends Journal. As a former member of the 16th Special Operations Squadron (SOS), and one of the original pilots and commander of Spectre crew #1, I can relate to Suazo’s graphic description of a gunship mission over the trails. The photo of the AC-130 in the article was one of the AC-130s assigned to the 16th SOS in 1969. This airplane, serial #54-1629, was one of the original five gunships of the 16th SOS and the first AC-130 lost as a result of enemy fire. The date of the loss was March 24, 1969 when my crew flying #629 had just arrived over the target area. We were struck in the tail and between numbers 3 and 4 engines. The round that hit the tail fatally injured the illuminator operator and destroyed all the hydraulic control packages, which left me with no flight controls.With aileron trim, which was electric, and the engines, I was able to turn the airplane back toward Ubon where I ordered all of my crew except the copilot and the engineer to bail out. After some difficulty I was able to get the airplane lined up with the runway and had the engineer manually lower the landing gear.We landed just short of the runway. As I applied reverse thrust, the right landing gear either failed or was not totally down and locked, and we departed the runway. The right wing hit a barrier cable reel shack and exploded.We finally slid to a stop as the entire airplane was becoming engulfed in flames. I followed the copilot out through the right escape hatch. After running a safe distance from the burning airplane and joining the copilot and the person whom I assumed to be the engineer, I was shocked to find that the third person was not my engineer, but a navigator who had disregarded my bailout order. For reasons I will never know, my flight engineer died on that airplane. The Base had used all of the foam from the fire trucks on the runway, so there was no foam to fight the fire, and #629 was completely destroyed.

Everett Timothy Buckley was born in Walnut, Illinois on February 3, 1893, the son of Timothy Buckley, a land overseer, and Maude (Jess) Buckley. As a youth Buckley attended schools in Kilbourne, Illinois. He attended the University of Illinois agricultural school from 1911-1912 but left that institution before taking a degree, to become an automobile racer. On January 6, 1917, Buckley enlisted in France’s Service Aeronautique. From January 16 to July 30, he attended the aviation schools at Buc, Pau, Avord, and the G.D.E. He received his brevet on the Bleriot on June 2, 1917. On August 3, 1917, Caporal Buckley was assigned to Escadrille Spad 65, Lieutenant Nungesser’s squadron, and flew with that squadron until September 6, 1917. On September 6, while on patrol with SPAD 65, Sergeant Buckley was shot down in combat and landed near Dun-SurMeuse. Following his capture by German civilians, Buckley was placed in a number of prison compounds in Germany and attempted several escapes. He was severely beaten for his escape attempts. On July 27, 1918, on his fourth attempt, he managed to escape from a prison farm near Varingenstadt into Switzerland, the first American to do so. On July 28 he arrived in Berne and was returned the next day to the American embassy in Paris. Buckley sailed for the U.S. with the Andre Tardieu Mission as a lecturer, landing in New York on November 10, 1918. Following World War I, Buckley moved to California to work as a truck driver. It was there that he married Ruth Harp. He died of a heart attack in San Francisco on June 9, 1945 at age 52. Dennis Gordon, Missoula, Montana

Col (Ret) William J. Schwehm, Lakewood,Washington [Col Schwehm flew AC-130, tail #54-1630, currently on display in the Museum’s Cold War Gallery.] The Rest of the Story We had several requests for more information on Sgt Buckley, the WW I pilot who was the first to escape from a German POW camp. His story was told in the summer 2014 Friends Journal, in “Cable from Paris.” We contacted author Dennis Gordon who sent us the following information, from his book, The Lafayette Flying Corps. Note that Sgt Buckley’s first name, Everett, was misspelled in the original, 1918 cable.

The Air Force Museum Foundation, Inc. is a Section 501 (c)(3) private, non-profit corporation. It is not part of the Department of Defense or any of its components, and it has no governmental status. Friends of the National Museum of the U.S. Air Force membership dues and all donations to the Air Force Museum Foundation paid in 2014 are tax deductible within the limits prescribed by law.

Friends Journal • Winter 2014/2015

Pushing Boundaries: Vision and Genius in the Research & Development Gallery

Squire Brown, PhD

he National Museum of the U.S. Air Force owns a unique collection of remarkable aircraft that were built for the future, built to push the boundaries of flight. No other museum has a comparable collection. These airplanes represent the vision and genius of gifted designers as they sought to expand the realm of flight performance in speed and altitude. While these aircraft are currently exhibited in the Research & Development (R&D) Gallery, on a portion of Wright-Patterson AFB not easily accessible to Museum visitors, the new building under construction will include an R&D gallery, thus bringing all these assets to the Museum’s main campus.

Force’s road map for R&D programs. Many of the aircraft in the Museum’s R&D collection are a consequence of this report.

The story of R&D is as old as the story of flight. It wasn’t always called R&D, but the objective was always learning how to design and build aircraft to give an advantage over an adversary. This need was never more apparent than in World War I, the first large deployment of airplanes for combat. While allies and adversaries alike invested in advancing aircraft design, here in America we had ignored that need, and the lesson was painfully obvious—we would have to do something.

As for speed, this generation of Air Force leaders with their WWII strategic bombing experience believed that maximum speed at maximum altitude over the target was the key to successful missions. The combination of intercontinental range, high speed, and high altitude pushed the performance envelope beyond the state of the art, and forced engineers to consider radical concepts.

After World War I, America responded to the demonstrated need to advance aircraft capabilities by establishing two institutions charged with advancing aeronautics: a civilian agency, the National Advisory Committee for Aeronautics (NACA), and a military organization at McCook Field in Dayton, called the Engineering Division. The Engineering Division was responsible for learning how to apply new knowledge in order to build better military aircraft. As a consequence of this investment in aeronautical R&D, by the mid-1930s America emerged as the world’s leader in aeronautics, an essential asset in World War II. In the mid 1940s, as the war drew to a close, Army Air Forces chief, General “Hap” Arnold recognized the need to further exploit technology for new weapon systems. To create a plan for post-war research and development, he enlisted the help of his friend Dr. von Karman, a distinguished professor of aeronautics, to pull together a team known as the Scientific Advisory Group. The group’s report, “Toward New Horizons,” became the Air 4

Friends Journal • Winter 2014/2015

By the mid-1950s, the urgency of the Cold War motivated Air Force leaders to consider a new bomber that would exploit advances in jet propulsion and highspeed aerodynamics to push the envelope of long-range strategic weapon systems. Study contracts for this new program, designated Weapon System 110, directed the assessment of an aircraft with intercontinental range carrying nuclear gravity bombs.

In 1958 the USAF selected North American Aviation (NAA) for a development contract, with the intention of an operational aircraft by the mid-1960s. The NAA team converged on a design looking very much like that shown in the photo below. It was designated B-70 Valkyrie and promised to meet performance requirements of sustained cruise at Mach 3 at 70,000 feet.

NMUSAF

The Mach 3 XB-70 in flight.

Pushing Boundaries: Vision and Genius in the Research & Development Gallery

The B-70 would take aeronautical engineering into areas of high risk and great uncertainty, but the 1950s were years of great optimism—aviation had made remarkable strides in a relatively short time. To Air Force and industry leaders, nothing seemed impossible, and the idea of a large bomber flying three times the speed of sound seemed a logical next step. Designing just for Mach 3 would have its challenges, but what makes a high-speed airplane incredibly difficult is the requirement to operate in a full flight envelope, especially the requirement to take off and land on a standard runway. That requirement explains the purpose of the canard on the forward fuselage, which helps control at subsonic speeds. At the same time NAA engineers were slowly finding solutions to building a Mach 3 airplane, another design team at another company was also building a Mach 3 airplane, although in great secrecy. As we now know, the Lockheed Company had a contract to design and build an innovative reconnaissance aircraft, designated the A-12. Under the leadership of C. L. “Kelly” Johnson, the design of the A-12 was unlike that of the NAA B-70, illustrating the creativity for different solutions to the challenge of high-speed flight.The A-12’s success led the Air Force to award a contract for an interceptor version, designated YF-12A. Of the three flight articles built, the remaining one is exhibited in the R&D Gallery.

NMUSAF

The YF-12A did not become an interceptor but contributed valuable data that was later used to develop the highly successful SR-71.

be impressed by its size and exotic shape. They can also think of it as a time machine, taking them back to years of great optimism and confidence. The XB-70 remains an iconic aircraft in the Museum’s collection as a reminder to our visitors of a time when anything seemed possible. The XB-70 and the YF-12A were prototypes, but ultimately used for research. By contrast, another group of R&D aircraft was built solely for experimental purposes. The immediate post-WW II years were a time of aggressive experimentation to exploit the potential of jet and rocket propulsion. The Air Force was especially attracted to ideas for advanced wing designs, and sponsored the building of the very interesting set shown in the illustration below.

Brown

Various wing designs on experimental aircraft.

Perhaps the most influential of this set was the XF92A—the world’s first tail-less, delta wing, jet-powered aircraft. The aerodynamics of a delta wing differ from those of a more conventional wing. Lift is generated by the phenomenon of vortex flow. Once aerodynamicists understood the behavior of vortex flow, they began to apply it to new wing design features, such as the surface known as the strake. The strake is the highly swept segment along the fuselage, just ahead of the wing leading edge. The vortex shed from the strake delays the wing stall, enabling the pilot to maneuver more aggressively. This technology was incorporated in the design of the F-16 to increase its agility.

Flight testing by the Air Force and NASA validated the flight envelope of the XB-70, although limited by the tragic loss of the second aircraft. Even with this success, it was apparent the next strategic bomber would be much different than the B-70. Eventually the Air Force would realize their ambition in the form of the B-1B. In its production version, the aircraft emphasized traditional bomber capabilities—large payload and long range—along with sophisticated countermeasures and penetration aids. When the XB-70 is moved to the new building, it will be more accessible to our visitors, who will continue to

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The XF-92A was one of the first delta wing aircraft tested in the U.S.

Friends Journal • Winter 2014/2015

Pushing Boundaries: Vision and Genius in the Research & Development Gallery

Perhaps the best known of the research aircraft were the rocket-powered series, starting with the X-1. The use of rocket propulsion enabled engineers and pilots to expand flight envelopes far beyond conventional aeronautical boundaries. Without question the most successful of the rocket ships was the X-15. Three flight articles were built and flew a combined 199 flights from 1959 to 1968. Two of the three X-15s survive, and NMUSAF has the #2 plane—the most interesting of the three because it was re-manufactured for increased performance. The X-15 was designed to provide data on material and human factors of high-speed, high-altitude flight and made the first manned probes into the lower edges of space. It was built for speeds of up to 4,000 mph and altitudes of 50 miles, but these goals were exceeded on numerous occasions. Several X-15 pilots earned “astronaut” rating by attaining altitudes above 50 miles. The joint USAF/ NASA X-15 flight program gave national leadership the confidence to initiate the space shuttle program.

harsh re-entry from orbit but also possessing sufficient aerodynamic lift and control for flight in the atmosphere. The objective was a design that a pilot could control to a precision landing, thus leading to a reusable spacecraft, potentially more economical than the capsules used in the Mercury, Gemini, and Apollo programs. Concept validation came in the form of these two vehicles, and each would be a success.

NMUSAF

The X-24B at the National Museum of the U. S. Air Force.

The most important flight was that of the X-24B on August 5, 1975, when John Manke piloted the vehicle to a precision landing on the main runway at Edwards AFB. This feat demonstrated that a properly designed lifting body could be flown from orbital reentry to a landing on a runway, an essential step in the development of a reusable spacecraft. NASA

The X-15.

The success of the X-15 program, plus advancements in heavy-lift launch boosters, motivated the Air Force to initiate a program for a logical next step, a reusable spacecraft designated the X-20 Dyna-Soar (a contraction of dynamic soaring). However, in a controversial decision, the program was terminated before a flight test article could be built. The cancellation of Dyna-Soar required the Air Force to redirect its efforts for a future reusable manned military spacecraft. Two types of projects were initiated: one for the technology for maneuvering re-entry from orbit, the other for landing at Edwards AFB in California. The reentry projects investigated materials and controls for very high speeds. The experimental vehicles are known by the names ASSET and PRIME, and examples are exhibited in the Museum’s Missile & Space Gallery. The second component—technology for landing— would be developed with two important piloted experimental aircraft, the X-24A and X-24B. These are lifting bodies, wingless vehicles shaped for the

Friends Journal • Winter 2014/2015

A companion type to the purpose-built experimental vehicle is the test-bed, standard, in-service aircraft modified for R&D projects. These included bombers, fighters, trainers, and transports configured for flight control technology development. Most test-beds were retired to the boneyard when their projects were completed. Three that escaped this fate are in the Museum’s R&D Gallery: the NT-33, the NC-131H, and the AFTI F-16.

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The NT-33 was instrumental in advancing flight control technology.

The NT-33 and the NC-131H are variable stability aircraft, modified for flight control technology development. Computers inside were programmed to

Pushing Boundaries: Vision and Genius in the Research & Development Gallery

enable the test-bed to mimic an aircraft still in the design phase.The AFTI F-16 contributed to the F-22 and F-35, with flight testing of specific technology components. Another interesting group of aircraft in the R&D Gallery is the V/STOL collection. V/STOL is an acronym for vertical and/or short takeoff and landing. Once airborne, V/STOL aircraft rely on wing lift for forward flight. These aircraft represent creative engineering solutions to the requirement of vertical takeoff and landing. An excellent example is the X-13, an aircraft that could not only take off vertically, but also had its own mobile platform for dispersal in the event of an attack. The aircraft was simplicity itself—launch and recover in a vertical position. Make the launch and recovery platform double as a road trailer and you have a fighter that would be difficult to put out of action in a preemptive strike. With a hook on the nose, the aircraft hangs on a cable, just as a shirt hangs in the closet. At the top of the platform, the pilot engages the cable with the hook on the nose. Simply hook up, lower the trailer, and off it goes. In 1953 the USAF signed a contract with the Ryan Aeronautical Co. to explore the feasibility of such a concept.

V/STOL capability was worth the cost. For the next few years, the Air Force remained ambivalent about V/ STOL until another opportunity for V/STOL presented itself in the form of the British-built AV-6A Kestrel, the predecessor of the well-known Harrier. The Museum’s AV-6A aircraft, with #2 on the nose, was one of nine Kestrels that formed a tri-partite squadron created for the purpose of evaluating the utility of V/STOL operations. The British Royal Air Force persuaded the Americans and the West Germans to join them in a series of operations that would explore what this unusual aircraft could do. For several months in 1964 and 1965, pilots from the three nations operated from Royal Air Force Station RAF West Raynham, northeast of London and near the North Sea.

NMUSAF

The AV-6A Kestrel was an early V/STOL concept fighter eventually produced as the Harrier and used by the U.S. Marine Corps.

At the conclusion of the tri-partite squadron evaluation, the U.S. DoD authorized bringing six Kestrels to America for further evaluation by each military service. The Museum’s #2 was one of the six, and it acquired USAF markings at that time. Based on the experience in Great Britain, as well as flight evaluation at the Navy’s Patuxent River facility, the USAF decided not to pursue further development of this V/STOL aircraft. However,

Brown

The X-13 demonstrating its vertical landing capability.

For an experimental program, the X-13 was a success, though the Air Force could not persuade itself that

NMUSAF

The XC-142A tilt wing transport.

Friends Journal • Winter 2014/2015

Pushing Boundaries: Vision and Genius in the Research & Development Gallery

the U.S. Marine Corps (USMC) was impressed and would initiate acquisition of the ultimate version, designated AV-8 Harrier II.

concept demonstrator, designated the XV-15. Described as a tilt-rotor, the rotor was moved by swiveling the entire power plant assembly which was attached at the wing tip.

Lastly, there is the story of a V/STOL tactical transport for rapid deployment of small units with equipment. That story revolves around two aircraft in the R&D Gallery, the first being the LTV XC-142A, a novel, tilt-wing configuration, with the engine/propeller combination providing both vertical lift and forward thrust. Five prototypes were built to meet stated military requirements, such as payload and performance.

The XV-15 program was sufficiently successful for the USMC to embark on a full-scale development program for a V/STOL transport, designated V-22 Osprey. Bell teamed with Boeing Helicopters for design and manufacture of the V-22. The Air Force was sufficiently interested to authorize acquisition of the Osprey for special operations, resulting in an aircraft produced in several versions, primarily the MV-22 for the USMC and the CV-22 for the USAF.

The first flight article was rolled out in 1964, flight testing began, and by early 1965 the aircraft successfully demonstrated vertical takeoff, transition to forward flight, return to vertical flight, and vertical landing. In 1966, with the completion of the military evaluation, the remaining flight article was transferred to NASA. After the NASA program concluded, the aircraft was transferred to the National Museum of the U.S. Air Force in 1970. Although the XC-142A demonstrated satisfactory performance throughout its flight envelope, budget constraints forced the Air Force to decline ordering a production version. The second aircraft relevant to this story is the novel tiltrotor experimental vehicle from about the same years as the XC-142. The Bell Helicopter XV-3 exhibited in the R&D Gallery was strictly a research aircraft, unlike the prototype XC-142, and its purpose was to demonstrate the feasibility of the tilt-rotor concept. The XV-3 underwent extensive flight testing by Bell, USAF, and NASA before the program was terminated in 1966. It had accomplished 250 flights, including 110 full conversions from vertical to forward flight.

Brown

The CV-22 currently in the Restoration Hangar.

In late 2013 a CV-22 was added to the Museum’s collection. This aircraft was a pre-production article and was assigned to development work from 2005 to 2013. The aircraft will remain in the restoration facility until it can be exhibited in the Cold War Gallery. In terms of general flight performance, the XC-142A demonstrated everything that the V-22 can do, but years earlier. Did the services give up on the tilt wing aircraft too soon? All aircraft development programs have their difficulties, and it is possible that a mature version of the XC-142 would have offered the USMC and USAF a V/ STOL transport years before the Osprey.

NMUSAF

The XV-3 on an early test flight.

With this success Bell Helicopter management saw an opportunity for a new product and persuaded NASA to join in the sponsorship of an experimental V/STOL

Friends Journal • Winter 2014/2015

Squire Brown was an aerospace engineer who had assignments with the U.S. Air Force in the Flight Dynamics Laboratory, the Development Planning Directorate, and the Engineering Directorate, where many of his projects concerned aircraft design and flight performance. Now retired from government service, he volunteers at the National Museum of the U.S. Air Force in the archives of the Research Division. This article was derived from a presentation Dr. Brown gave at the Museum’s Carney Auditorium in November 2014.

My Incredible Journey Lt Col (Ret) Alton W. Yates

y introduction to, and fascination with, the United States Air Force began in 1951 in the auditorium of A.L. Lewis Junior High School in Jacksonville, Florida. The ninth grade class was called to an assembly in the school auditorium. Our physical education teacher and coach, Charles “Chappie” James, introduced his brother Major Daniel “Chappie” James, who was a fighter pilot in the United States Air Force. This was the first time any of my classmates had ever seen an Air Force officer in person, and the fact that he was a black officer was even more amazing. You see, Jacksonville had always been considered a “Navy” town. Sailors were seen all over town. In fact my father was a civilian employee at the Naval Air Station, and we always attended the Air Shows and Open House activities held on the base. So we identified with, and considered ourselves, a Navy family. Now standing before us was this 6-foot, 4-inch giant of a man, dressed in his very different looking Air Force uniform, commanding our attention. After being introduced by his brother, he walked up to the microphone and announced in his booming baritone voice, “I am an American Warrior.” To say that he had our attention is an understatement. We were literally kept on the edge of our seats for his entire presentation. He began by telling us how important it was to get a good education, to study hard, and to accept the fact that we could not succeed by being just as good as everybody else; We had to strive to be better. He then shared with us the history of the Tuskegee Airmen, which began as an experiment conducted by the Army Air Corps to see if African-Americans could be taught to fly combat aircraft. We heard stories about the 332nd Red Tails and their outstanding contributions during World War II. Major James talked extensively about new opportunities available for young Americans who chose to serve their country in the Armed Forces, especially in the newest branch, the U.S. Air Force. I could hardly wait for my dad to get home that evening. From as far back as I could remember, he had always talked about wanting his four boys to serve in the military. I wanted him to know that Coach James’ brother, an Air

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Daniel “Chappie” James.

Force major and fighter pilot, had spoken to our class that day. From that point on, most of my daydreaming focused on a career in the Air Force. A short two years later, my dream was suddenly altered. My mother passed away at 35 years of age, leaving my father to raise seven children. Needless to say, the notion of going to college after high school was not going to happen. I was the second oldest child, and I knew early on that I needed to find a job to help provide for my family. My dad would come home from work every day and immediately set about the task of roasting peanuts, rolling cigarettes, and putting together “goody bags” to sell on Ashley Street, which was in the heart of the black entertainment district. Two of my brothers, one older and one younger than me, worked part time after school, but none of YATES us made more than fifty cents an hour. It helped The author, Alton Yates, early in his Air a little, but not much. We Force career. could see the toll the long hours and hard work were taking on our dad, and we Friends Journal • Winter 2014/2015

My Incredible Journey

knew we had to find a better way to help. My brother Clarence, who was just 16 years old, enlisted in the Navy, followed a few months later by my older brother Robert, who enlisted in the Army. On June 16, 1955, I enlisted in the U.S. Air Force. Basic Training at Lackland Air Force Base in San Antonio, Texas was a life-changing experience for me, and I suspect this was true for most of the new recruits. My early years as a Boy Scout paid big dividends for me. I was selected to be the guidon bearer and cadence caller for my flight. I loved every minute of it, because our drill instructor marched us everywhere we went. After Basic I completed tech school at Francis E. Warren AFB, Wyoming as an Organizational Supply Specialist and was assigned to the Aeromedical Field Laboratory at Holloman Air Force Base in Alamogordo, New Mexico. I arrived on base late one evening in September 1955.The following morning I reported to the squadron orderly room to begin the base clearance process. Clearing in took most of the day and prevented me from getting out to the Laboratory until the next morning. When I entered the main building, I was immediately taken aback. Seated at the front desk were three sergeants talking with a colonel who was standing at the door to his office. They were MSgt Lee Pierce, Sgt James Ferguson, and Sgt Ed Dittmer. The colonel was none other than John Paul Stapp [Air Force pioneer in studying the effects of acceleration and deceleration forces on humans]. I had no idea who he was at the time. I recovered my composure, saluted, and reported for duty. Sergeant Dittmer introduced the colonel and the other sergeants, took me to my office, and instructed me to come back to the headquarters building when I finished checking in. Dr. John Paul Stapp was chief of the Aeromedical Field Laboratory. He had become known as “The Fastest Man Alive” after riding a rocket sled named “Sonic Wind No.1,” more than 632 miles per hour and coming to a complete stop in less than two seconds. He was the Yates brainchild of all experiments conducted at the Laboratory. Dr. John Paul Stapp, Chief of the To me, he looked more like Aeromedical Laboratory. a minister of the Gospel, but looks can be deceiving. He was the most fearless man I had ever met. I would learn a lot more about this aerospace pioneer as time went on. After being introduced around and meeting the other

Friends Journal • Winter 2014/2015

staff, I returned to the front office and was given an opportunity to sit in on a briefing of the activities at the Laboratory, which was being given for some visiting dignitaries. Among them were scientists and engineers, high-ranking military officers representing the Army, Navy, and Air Force, and civilian contractor personnel. After the meeting Colonel Stapp and the three sergeants returned to his office. The colonel motioned for me to come on in. He wasted no time letting me know that he was still looking for volunteers. My immediate response was, “Yes sir, when do I get started?” without any knowledge of exactly what I would be doing. It really didn’t matter, I was just eager to become a part of this group of people. Sergeant Pierce began discussing several experiments that were about to get underway, telling me that my size and weight were ideal for some of them. I would be added to the roster, pending the results of a complete physical examination which was already being arranged. I reported to the base hospital for one of the most grueling physical examinations one could imagine. I figured if I could survive that physical, I could survive anything. The Bopper Sled—Crash Restraint Demonstrator In a few days, I received orders placing me on “Hazardous Duty.’’ I was then added to the rotation list to become a subject on the “Bopper Sled.” The Bopper was a short section of track upon which was mounted a seat that looked a little like a prison electric chair. It was propelled by bungee shock cord that was stretched to its limits when the chair was pulled back by an electric wench. At the end of the countdown, a lever was pulled that released the sled chair, which entered a series of brake pads at the end of the track, resulting in an abrupt stop. The bopper was one of the sleds used to measure human endurance against abrupt deceleration; in other words, to test the effects of forces on the human body. It was

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Accelerometer used to measure g-force is tightly strapped to Yates’ chest by Land-Air Corp technician.

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Yates’ pulse rate taken by Chief of Aeromedical Field Lab, Lt Col Hessburg, to complete pre-ride physical.

My Incredible Journey

technicians broke into laughter, and that was the calming effect I needed. After the accelerometer was tightly strapped to my chest, and the electrodes were taped to my arms and legs, the technicians strapped me into the seat, where I waited for the countdown to begin. Nine, Eight, Seven, Six, Five, Four, Three, Two, One, FIRE! The chair-sled sped down the track and hit the brake almost instantaneously. I was thrust forward against the restraining lap belt and came to an abrupt stop.

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Strapped to the chair, Yates begins mental preparation while awaiting countdown for another ride on the Bopper Sled.

primarily used to study aircraft crash problems. The sled could be stopped in inches and could produce as many as 30 g’s. The Bopper was my introduction to a very closeknit group of airmen, officers, and civilian contractor personnel, who became as close as family, due mainly to the nature of our interaction with each other. We were almost inseparable. There was total and complete trust among the team.We were all dedicated to the mission of the Aeromedical Field Laboratory. While being prepared for my first ride, Colonel Stapp knew that I was tense, perhaps a little bit apprehensive. I remember he teased me by saying that he was going to put me in a sling shot and fire me from here to there, pointing from the front to the back of the sled. The

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The Bopper, which can produce 30 g’s, brakes to an abrupt stop, causing Yates’ body weight of 170 to shoot up to an equivalent 3,060 pounds on impact.

There was sharp pain around my waist, which didn’t last very long. Colonel Stapp examined me while I was still seated on the sled. I quickly learned to appreciate the Colonel’s sense of humor. He said something that caused the technicians to burst into a rousing round of applause. After the pain subsided, which lasted only a few minutes, I knew that this was something I wanted to be a part of. I was welcomed as the newest member of the team and congratulated on the successful completion of my first sled ride. Riding the Bopper became much more tolerable when shoulder straps were added. Although this sled was used primarily to study subject responses to low impact aircraft crash forces, which I believe is when the shoulder straps were added, Colonel Stapp believed that the science gained from these studies were also applicable to automobile crash research. I would go on to ride this sled more than 65 times for various experiments, including the automobile restraint studies championed by Colonel Stapp throughout his career. Shortly after Lt Daniel Enfield became the task scientist for the project, the Air Force authorized the Lab to transport the Bopper by airplane to Atlantic City, New Jersey to put on a demonstration for an automotive safety conference.The purpose was to demonstrate the effective use of seat belts in passenger automobiles. Colonel Stapp was a firm believer that the use of seat belts would save thousands of lives if the automobile industry could be convinced to install them in their cars. We stayed at the Chalfont-Haddon Hall Hotel. Our demonstration rides were conducted on the boardwalk, and as you can imagine, we had a large captivated audience for the three or four days we were there. Colonel Stapp’s research in the field of restraint systems had already resulted in the installation of seat belts in Department of Defense vehicles, with impressive lifesaving results. He aggressively encouraged the automobile industry to do likewise. His tremendous influence on motor vehicle safety continues to this day in the form of the Stapp Car Crash Conferences.

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My Incredible Journey

long-lasting pain or injuries. After each test, we were examined on site at the Aeromedical Laboratory, unless there was a serious injury. I never sustained an injury serious enough to be hospitalized.

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Attached to Daisy track, Yates participates in experiment designed to find out how many g’s a man can stand without serious injury.

The Daisy Sled The Daisy Sled, probably one of Colonel Stapp’s most ingenious aerospace research vehicles, was mounted on a set of steel tubular track rails, five feet apart and 120 feet long. It could be catapulted up to 100 miles per hour within 40 feet and stopped in a matter of seconds to produce certain g-loads. The seat was adjustable in that the subject riding the sled could do so upright, facing forward or backward, with various degrees of tilt and rotation. It could be mounted with the subject lying on his side, again facing the front or the rear. Lt Wilbur C. Blount, the task scientist for the Daisy Sled, began a series of test runs using anthropomorphic dummies and chimpanzees in preparation for the first human ride, wherein he would be the subject. His ride was successful and paved the way for the extensive use of this sled for human testing. The Daisy Sled was used at that time to determine the limits of human tolerances to g-forces. I rode this sled in all of the various configurations, beginning in 1956 and continuing through October 1959. I was once programmed for a 20-g ride and absorbed 40 g’s across my chest, seated in the backward position. As I recall, most of the pain from this ride was felt in the groin area and lasted only a short while. My most painful ride was one where I was laying on my side in the forward position. I ached all over for a while. After a couple of hours, I was pain free. The ride I remember most was ride #331, while seated upright on the Daisy Sled, as shown in the next photo. I felt as if everything inside me was trying to exit through my back. The most severe pain was in my lower back, and I had a terrific headache for about three or four hours. I was fortunate, though, in that I never had any 12

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Yates slams into water brake on Daisy Sled ride #331. Four runs later, Capt Eli Beeding Jr would absorb a record-setting 83 g’s on run #335.

The task scientist who succeeded Lieutenant Blount was Capt Eli Lackland Beeding Jr. As soon as he arrived, he began riding the Daisy. He rapidly increased the number of both human and animal tests in his efforts to determine the limits of human tolerance to g-forces. He had been programmed for a 40-g sled ride, which should have produced about 60 g’s across his chest. Captain Beeding absorbed an unbelievable 83 g’s, which was not thought possible. He passed out but soon recovered.That run frightened all of us, even the most senior officers and NCOs. Captain Beeding survived this record-setting ride because he was seated in the backward, upright position. Along with Captain Beeding and a small group of officers and airmen, I became a member of the “500 G Club,” so named because we had absorbed 500 or more g’s riding the sleds. I volunteered for all of the human tests conducted at the Aeromedical Field Laboratory. I served as a human subject in the auto crash studies.These tests used what was called the “Snubber System,” which was a rollover of cars being crashed into barriers. Here we learned the importance of the proper installation of seat belts in motor vehicles. I was a subject in the swing seat experiments in connection with the lap belt program, consisting of a swing seat mounted on a tower and raised 12 feet from

My Incredible Journey

the ground. Upon release the swing is stopped suddenly by a cable mounted on a stationary platform to the swing. I served as a launch and recovery assistant for the Convair B seat studies, participated in Project MANHIGH and in balloon chase and recovery in Minnesota, North Dakota, and Iowa. I was a member of the ground crew chasing balloons across three states, trying to avoid getting lost in the process. Fortunately we had an aircrew flying a C-47 Gooney Bird, that pretty much kept us on course. I was a participant in the centrifuge tests, where in addition to humans, we attempted the use of chimpanzees in acceleration studies at the Aviation Medical Acceleration Laboratory at Johnsville, Pennsylvania. Another interesting experiment where I was a subject was the underwater gravity experiments.We were submerged underwater wearing aqua lungs, while strapped in a seat and rotated to various positions to test true verticals and horizontals under certain gravitational conditions. After a few minutes of this, it was very difficult to tell whether you were up, down, right, or left. Valuable insight was gained to help understand how man would function under certain gravitational conditions. For the high altitude balloon flight project, I assisted in preparation, launch, and recovery of gondolas during radiation studies of the Aeromedical Field Laboratory at International Falls, Minnesota. The prep was not too difficult and the launch was almost flawless. Recovery was complicated because it was so easy to lose sight of the silvery balloon and its subject, a small primate enclosed in an equally small silver capsule attached to the balloon. If we were fortunate enough to have clear blue skies, our payload was easy to spot. Grey or cloudy skies gave us a fit. I also assisted in the isolation of subjects for MANHIGH flights. This was simply taking turns observing— in my case, Lt Col David Simons—as he was isolated for an extended period of time in preparation for his flight. The U.S. Air Force afforded me the opportunity of a lifetime. I was given the opportunity to become associated with some of the finest people this world Capt Eli Beeding Jr is seen in the MANHIGH practice gondola in Minnesota, preparing for the 1958 flight that injured Capt Grover Schock and Otto Winzen in Ashland, Wisconsin.

has ever produced. Colonel Stapp became my mentor. He and I would work together on weekends getting his bachelor home ready for his future wife, Lily. He was perhaps the best educator I ever had; I learned so much from him. He shared his massive record collection with me. He helped me to really learn how to listen to and appreciate good music, especially when he learned I could sing. He, like Major Chappie James, impressed upon me the importance of getting a good education. Years later, when I earned both my undergraduate and graduate degrees using the G. I. Bill, Colonel Stapp was one of the first people I called. He was elated. I tried, but could not reach General Chappie James. I really wanted him to know that I followed his advice. I had the good fortune of being guided during my career at AMFL by people who did not think about race, sex, or national origin. We were all red-blooded Americans, just doing our part to make it possible for man to reach beyond. When the Apollo 11 mission landed the lunar module on the moon, my heart swelled with pride and I quietly whispered, “We did it.”

Lt Col (Ret) Yates is a Ford Foundation, Yale University, National League of Cities, Graduate National Urban Fellow. He earned his BS degree from Florida International University, Miami, Florida, and his MS degree from Occidental College in Los Angeles, California. While serving as a sergeant in the Air Force Reserve, he was awarded a presidential appointment to the rank of captain. He joined the Florida Air National Guard and served as Social Action Officer for the 125th Fighter Squadron. He completed his Guard service as Chief of Social Actions, Headquarters Florida Air National Guard. In his civilian career, Yates served as executive director of the federally funded anti-poverty program, Greater Jacksonville Economic Opportunity, Inc. He retired from city government having served as administrative assistant to two Jacksonville mayors. He also served as director of the Jacksonville Community Relations Commission and director of the Regulatory and Environmental Services Department. Yates and his wife Gwen reside in Jacksonville, Florida, where they both serve as volunteers on several nonprofit boards.They are parents of two children and have three grandchildren.

Friends Journal • Winter 2014/2015

NATIONAL MUSEUM OF THE U.S. AIR FORCE Lt Gen (Ret) J. L. Hudson, Director

FOUNDATION

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Cover: Illustration of the Grumman forward-swept wing X-29. Illustration by Mark Riley.

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Winter 2014-2015 The Magazine of the Air Force Museum Foundation • www.airforcemuseum.com

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