Back in 1975 I was getting my private pilots license in Ulysses Ks. Early one morning before work I was doing turns around a point in a Cessna 150, we did them at 800' agl. As I straightened out of one set 3 B-52's in trail passed UNDER me passing south to north. The image is still impressed in my brain.UNDER you on the site as it went down the valley? Now that would be a SIGHT.
I've been on a hilltop as a C130 went down the valley below me, not quite the same as a B52!
Vigilant1 knowsThe "big planes down low" phenomenon also extends into the night. Some crews train to fly at low altitudes while using night vision goggles. These NVGs have gotten much better over the last 40 years, in the early days objects showed up as barely distinct blobs.
In the early 80s, airlift units didn't have computers that could accurately plot the coverage of enemy radars at low altitudes. Part of the job of my office was to do this manually with a plastic template (it compensated for earth curvature) over a paper chart, using the contour lines on the chart to figure out where our planes would be within view of the radar. Pretty mind-numbing work, one azimuth at a time, maybe for scores of radars. One crew questioned if our depictions were accurate, so I modelled a (notional) enemy SAM radar at a (real) TACAN station along his training route and showed him where he'd be within line-of-sight of that "radar". I asked him to tune in that TACAN and listen for the ident/watch for the OFF flag to see if our modelling was close. He came back to us and was impressed. It was a big morale booster for folks in my shop who spent a lot of tedious hours making these depictions.
Today, obviously, it is all done by computer. The terrain data is much more accurate and it takes just seconds to do all the figuring.
I only flew 2 OB(oil burner) training missions but best I remember the 250kt was waived. Seems like 300 kt.If I've got this right, aircraft below 10K MSL should be below 250 KIAS or on an MTR (or in a MOA, etc) (which should be shown on a sectional). So, maybe the BUFF was at >just< 288 MPH. But I know there are exceptions (some acft have a waiver to the 250KIAS limitation).
You got quite a show!
I think later on the low level training got a lot of attention. They were impressive at RED FLAG. It took a lot of life out of the airframes, I'm amazed their retirement date keeps being pushed back. Boeing (over?) built them well and the depot mx folks must be working hard.I only flew 2 OB(oil burner) training missions but best I remember the 250kt was waived. Seems like 300 kt.
The low levels were nuclear profiles... they did a quick and dirty on that and then the conventional (B17) type mission training and right back to SEA
Oil burner indeed! I can only imagine the visibility and air quality for the last B-52 crew in a long line of minimum interval takeoffs.The OB designation came from the thing smoked like hell. Later it was changed to something more politically correct.
The B52 is an awesome aircraft and sometimes operated at shockingly low altitude
It is, of course, primarily an exercise for the fast movers, but the folks running the show when I was there did a great job of integrating airlift, bombers, etc into the action.Son tells me that at Red Flag the C-130 wing tip vortices would pick up dust and beer cans on the desert floor in a turn.