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They won't replace it because Boeing can't even get a tanker right.  Imagine a long range strategic bomber.

 

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https://theaviationgeekclub.com/usaf-plans-to-buy-608-new-engines-for-b-52-re-engine-program-to-keep-the-buff-in-service-until-at-least-2050/

 

Jan 21, 2019 - The B-52 costs about $70,000 per flying hour, roughly half that of the B-2—even before it gets more efficient engines. The B-52 “has good bones,” ...
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I read a different analysis that said the very small number of hours that the BUFF operates per year especially compared to  civilian machines makes the cost and technical challenges are wildly disproportionate to the benefits that are, in the cold light of day, not needed. It would make it a cool toy though.

 

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1 hour ago, Kip Powick said:

What happens when you tighten a turn too much and run out of lift.

The investigation showed that the driver of this B-52 was known as a bit of a jerk who thought he knew it all 

The report also showed a command structure that not only knew about his behaviour, they condoned it and even celebrated it at times. Tony Kern's talk on the subject is gripping - he was friends with Bud Holland but was blown away by what he learned in the investigation.

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3 minutes ago, J.O. said:

The report also showed a command structure that not only knew about his behaviour, they condoned it and even celebrated it at times. Tony Kern's talk on the subject is gripping - he was friends with Bud Holland but was blown away by what he learned in the investigation.

Yup, and another one who found out the hard way was up in Alaska, I read that report as well.... Watch the gross mishandling of the vertical stab during the left turn after takeoff. A repeat of of that action and low IAS/high angle of bank  in the following right hand turn sealed their fate....

 

 

 

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It wasn't the first time either, a Lt. General in 1984 took a MiG-23 for a joyride and promptly crashed it. Nobody stopped him despite airframe time on the captured MiGs being precious. Nobody previous stopped him from taking an F-117 for a joyride either.

There were defectors in the US who provided MiG training to American test pilots but that was a two week course, Lt. General Bond wanted his MiG ride now.

One of the pilots who trained Americans on the MiG-21 is now settled in Calgary.

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2 hours ago, Kip Powick said:

What happens when you tighten a turn too much and run out of lift.

The investigation showed that the driver of this B-52 was known as a bit of a jerk who thought he knew it all 

 

 

his kid was watching the fly by.  sad and unnecessary

 

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The squadron commander knew well how Holland tended to behave and had tried more than once to have the higher ups park him behind a desk - to no avail. He insisted on taking the co-pilot's seat for the airshow practice and routine to make sure he didn't kill anyone. His wife and kids were watching and saw the whole thing.

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6 hours ago, Don Hudson said:

Understand that the B52 can't be taken past a certain bank-angle as it has no ailerons, just "lift-dumpers", to use the Brit term.

 

Not sure about the BUFFs bank-angle limitations, but all of us ex-military types who had the requirement to operate low-level had some serious training before being allowed to fly below 500’. The consequences of not maintaining the required G for a given bank angle was drilled into us. Not maintaining sufficient G resulted in the aircraft accelerating towards terra ferma. It didn’t take much time for the situation to become unrecoverable. In the above video, it looks like the BUFF reached at least 80° bank angle. Hard to believe it could achieve/sustain the nearly 6G required to prevent a descent. And at that altitude, once the nose started coming down, recovery was impossible.

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1 hour ago, Fido said:

How did you ever land?

Well decades ago the RCAF mandated that there was a definite difference between “Gliding” and “Flying”.

“Flying” was designated as handling an aircraft with the use of power to maintain speed an altitude

“Gliding” was defined as handling any aircraft without the use of power to a successful termination on a runway.

All of us were not permitted to fly below 500 feet  until we mastered gliding because  back then” they” felt any pilot who could not demonstrate an excellent ability to handle an aircraft in the “Glide” mode would not be able to “fly” any aircraft within its entire operational envelope..

The trick then was to figure out an indicated airspeed during your attempt to land, from 500 feet, where you could bring the throttle back to idle and glide to a perfect touchdown at the precise spot that was required to meet RCAF standards. Landing long was frowned upon as that would mean you cheated by using a higher airspeed before going into the “Glide” mode

Richard became so proficient at gliding that he was one of the first that could “fly” to a landing and he earned the nick name of "Glide Man" which was shortened to G-Man. Unfortunately the   government authorities  advised the RCAF that his nickname be terminated because G-Man was allocated  for official government personnel

Undeterred , friends of Richard thought of another name they could bestow on Mr. Pulman . Well he was was also notoriously known for always finding small things unserviceable about every aircraft he flew so it was felt that dropping the G-Man moniker would not be a problem so he was then referred to as  “Glitch” Man. If you see him, just yell “Hey Glitch” and he will respond immediately…sorta like Pavlov’s dog.

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