CCN and... Risk?!?! - With my vacation underway, Bruce popped over for an afternoon of gaming. I pulled out Commands and Colors Napoleonics and we played the Corunna scenario. ...
3 hours ago
Mostly this Blog will cover my current war game activities along with some reenacting items as time goes by.
The crew's training mission was called a Terrain Avoidance Flight to practice techniques to penetrate Advanced CapabilityRadar (ACR) undetected by Soviet air defense during the Cold War. ACR training flights had already been made over theWest Coast of the United States on Poker Deck routes. This was to be the first low level navigation flight, utilizing terrain following radar, in the Eastern United States.The crew, consisting of two 99th Bombardment Wing Standardization Division crews based at Westover Air Force Base,Massachusetts, and two instructors from the 39th Bombardment Squadron, 6th Strategic Aerospace Wing at Walker Air Force Base, New Mexico, was briefed for six hours the day before the accident. They had the choice of flying over either theCarolinas or Maine.The B-52C departed Westover AFB at 12:11 p.m. on Thursday, 24 January 1963, and was scheduled to return to Westover at 5:30 p.m.The crew spent the first 95 minutes of the flight calibrating their equipment. Upon receiving updated weather information for both available routes they chose the northern one. They were supposed to begin their low level simulated penetration of enemy airspace just south of Princeton, Maine, near West Grand Lake. From there, they would head north to Millinocket and fly over the mountains in the Jo-Mary/Greenville area. They planned to turn northeast near Seboomook Lake and southeast near Caucomgomoc Lake to proceed through the mountains of northern Baxter State Park. After crossing Traveler Mountain, the aircraft was supposed to climb back to altitude over the Houlton VOR Station.One hour later, around 2:30 p.m. the Stratofortress crossed the Princeton VOR, descended to 500 feet (150 m) and started its simulation of penetrating enemy airspace at low altitude with an airspeed of 280 knots (520 km/h; 320 mph). The outside temperature was −14 °F (−26 °C) with winds gusting to 40 knots (74 km/h; 46 mph) and 5 feet (1.5 m) of snow on the ground.Approximately 22 minutes later, just after passing Brownville Junction in the center of Maine, the aircraft encountered turbulence. The pilot and crew commander, Westover's Most Senior Standardization Instructor Pilot, started to climb above it when the vertical stabilizer came off the plane with a "loud noise sounding like an explosion". Having suffered severe damage, the B-52C went into a 40-degree right turn, with nose pointed downward. The pilot gave the order to abandon the aircraft when he could not level it.Only the upper flight deck crew members of the B-52C have ejection seats that eject them upwards. The seats of the pilot, copilot, and electronic warfare officer (a navigator also trained in electronic warfare) function at any altitude, as long as the airspeed is at least 90 knots (170 km/h; 100 mph), which is the minimum required to inflate their blast propelled parachutes. The lower-deck crew members eject on a downward track. Hence, the navigator and radar navigator cannot safely eject at altitudes less than 200 feet (61 m). Spare crew members do not have an ejection seat at all. They must use parachutes and jump out of the navigators' hatch after the navigators have ejected or drop out of the aircraft's door. The tail gunnerhas his own unique escape option: he can sever the tail gun and jump aft out the resulting hole in the rear.The navigator, who was operating as electronic warfare officer, ejected first. He was followed by the pilot and the copilot; there was neither enough altitude nor time for the six lower-deck crew members to escape before the aircraft crashed into the west side of Elephant Mountain at 2:52 p.m.The copilot suffered fatal injuries, striking a tree 1 mile (1.6 km) away from the main crash site. The pilot landed in a tree 30 feet (9.1 m) above the ground. He survived the night, with temperatures reaching almost −30 °F (−34 °C), in his survival kit sleeping bag atop his life raft. The navigator's parachute did not deploy upon ejection. He impacted the snow-covered ground before separating from his ejection seat about 2,000 feet (610 m) from the wreckage with an impact estimated at 16 times the force of gravity. He suffered a fractured skull and three broken ribs. The force bent his ejection seat and he could not get his survival kit out. He survived the night by wrapping himself in his parachute.A grader operator on a remote woods road witnessed the final turn of the Stratofortress and a black smoke cloud after impact. Eighty rescuers from the Maine State Police, the Maine Inland Fish and Game Department, the Civil Air Patrol as well as Air Force units from Dow Air Force Base in Bangor, Maine, along with others from New Hampshire andMassachusetts and other volunteers went to work. Search aircraft were on the scene, but they searched too far south and east to locate the wreckage before nightfall.After the crash site was located the next day, Scott Paper Company dispatched plows from Greenville to clear 10 miles (16 km) of road of snow drifts up to 15 feet (4.6 m) deep. The rescuers had to use snowshoes, dog sleds and snowmobiles to cover the remaining mile to the crash site. At 11 a.m. the two survivors were airlifted to a hospital by a helicopter.