2 The Test Pilots
The following are recollections of Lt. Col.
Robert W. Smith, author of the Website, who was
assigned as the Air Force Test Pilot for the AST
and flew more flights and more maximum zooms
flights (14), to the highest levels and under
space control, than any other pilot...
After about seven months flying with Fighter
Test Operations I was still one of the novices,
even though I had three years of prior test
experience, a B.S. in Aeronautical Engineering,
graduated Test Pilot School and ARPS. Joining
the club was not an easy matter.
I had been sent to the North American Aviation Plant in
Columbus, Ohio to do some typical AFFTC “new
head” work on a ground simulator in which a
cockpit was driven rapidly up and down with high
“g” forces and as much as 15 feet of motion. I
learned the hard way that there was a faulty
interface between a series of computers. I
would spend two hours ‘flying supersonically on
the deck’ in ever increasing turbulence to
provide data needed for future design of
cockpits and flight control systems. It was
also to study the ability of the pilot to endure
the physical effects and to ascertain whether
pilot performance, when flying on instruments,
would be impaired. I expect these studies were
of some benefit to the F-15E and their automatic
attack systems, LANTIRN, today. At the time I
just but wanted to get back to the flight line
and a real cockpit.
On one mission a sudden max g excursion from top to
bottom and back up occurred, causing a whiplash,
which really hurt my neck and back. It was
attributed to interference from interconnected
computers. As days passed it got so bad I was in
traction, without relief. My back problem grew
so severe that it became hard to bear and I lost
feeling and strength on the ulnar side of my
right arm. After hospital treatment with
constant traction had failed I was transferred
to Air Force hospital in San Antonio, where each
specialist concluded different treatments were
in order, even surgery from the orthopedic
surgeons. I returned home, no better for the
trip. I was back in the hospital, having gotten
nowhere for a month.
I had the worst case of “good news-bad news” of my life
while lying there in pain. Col. Clayton L.
Peterson, my first squadron commander who, as
the Director of Flight Test reported to Center
Commander, B/General Branch, came to me in the
hospital to let me know that I was selected to
be the Air Force’s test pilot for the NF-104A,
AeroSpace Trainer, but he would not be able to
hold the job without my speedy recovery. As it
would turn out, I was test director also by
default of interest and budget in the
Engineering Department.
Searching for a solution in a panic, I thought of Dr.
Larry Lamb, who ran the Air Force’s teaching
hospital for Flight Surgeons. I had studied
under his people during a special ARPS course
and knew he was powerful in Air Force medical
circles, and he was Vice President Lyndon
Johnson’s heart specialist at that time. He had
noticed my special interest in our training
because he sent me a textbook on human
physiology with the inscription, “Quack Smith,
Regards, Larry Lamb.” I also was aware that, as
head of the school where MD’s earned flight
surgeon status, he had a lot of clout in
non-routine decisions on medical groundings and
releases. I put in a last ditch call to him.
Overnight, he arranged for me to fly to Texas where I
was treated by Dr. Janet Travell, President
Kennedy’s doctor, who flew there from Washington
as a favor to Larry. She proved to be unique in
correcting back problems (as the President must
have known) and had me fixed and back on flying
status in a few days. She treated me with shots
in the back two days running that others had
tried, unsuccessfully. Their injection needles
felt like pinpricks. After deftly finding the
exact point by touch, her shots sent me through
the ceiling, and afterward she described my
exact process of healing … to a tee. I was
recovered sufficiently in a few days to be
reinstated for flying!
Not long after that, I got another wild idea and called
on Dr. Lamb one last time on behalf of a great
guy, my next-door neighbor, whose need for help
was more critical than mine. Capt. Phil Neale,
test pilot and TPS graduate had been medically
grounded for life, with all courses of appeal
exhausted, due to a heart problem induced by a
staphylococcus infection. That time I enticed
Larry with the promise of a gourmet dinner, and
Martha is one who could deliver on that
promise. He flew to Edwards for dinner at our
home with Phil and Barbara. Phil was released
back to flying status in short order and became
a major player in our most widely reported AST
event. He was a changed man, so happy to return
to the flying. He died testing a new French
helicopter but I know he had replaced a life of
despair and accepted such risk for the life he
relished, as so many of us did.
Years later, Larry Lamb wrote a nationally syndicated
column on medical enquiries by readers. He once
told me that he had graduated from Medical
School at age 21, and had to study in
Switzerland because of age restrictions in
America’s schools. Larry Lamb was one smart
fellow to whom I owe special appreciation for
the opportunity to fly such an exciting project.
I will always cherish the memory of my friend Clayton
“Pete” Peterson, as an outstanding leader in my
first fighter squadron, the 27th, and for being
such a fine gentleman, and wonderful friend. I
owe him for exciting flying experiences when he
selected me for the AST. I know deep down he
arranged that and that Jackson Saunders, my
Flight Commander in the 27th, was also
instrumental in the long run. They were good
friends from WW II days and Jackson passed along
my flying exploits in Rome NY, I have no doubt.
I suspect it was difficult and involved Pete’s
taking risks to get the general’s approval over
more senior pilots at Edwards.
I learned that I would join Jack Woodman, a test pilot
of the Lockheed Aircraft Company, which designed
and built the F-104 Starfighter aircraft, flying in the
contractor’s test program before I would go it
alone with the Air Force testing. Jack was born
in Canada on 14 May 1925 and joined the Royal
Canadian Air Force as an aerial gunner in 1944.
He completed 23 combat missions in Europe during
WW II, went to college a couple of years and
re-enlisted in the RCAF for flying training. He
completed training and flew Air Rescue, until
selected for test pilot school at Farnborough,
England, from which he graduated in 1952. After
flight test duties with the RCAF, including
testing at Lockheed, Jack joined that company as
an engineering test pilot in August 1962.
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Jack Woodman |
Test programs on new airplanes were flown
jointly with the contractor pilot having primary
role, and then turned over entirely for Air
Force to complete. The latter testing was
generally much longer in duration.
The test program for the AeroSpace Trainer, NF-104A, was
more abbreviated than usual but was organized as
if a new aircraft because of the many and
significant physical differences and especially
the great expansion of the operating limits.
The initial testing was done as a traditional
Joint Contractor/Air Force.
There were 38 test flights to gain the first
understanding of effects from the significant
modifications and satisfy the contract
obligations. Considering the significance of
the changes the program was unusually brief,
with the intent of increasing the Air Force test
role for contract cost reductions. Jack flew all
but 7 of the test flights, which I flew..
|
Robert Smith |
I was the only test pilot on the Air Force
project, which was unexpectedly limited to 13
Maximum Performance climbs (Max Zooms), I flew
those and a 20 minute flight for publicity
photos, which was a low altitude, low speed
simulated space flight, with rocket propulsion
and 70 degree climb angle. This very austere
testing did not do justice to my plan, which was
for incremental expansion of the flight
envelope. It was the result of a surprising
decision by the Air Force Chief of Staff which
led to much worse than just a change of plans.
And that decision extended my testing by an
additional 105 test flights, to a total of 126
flights in the AeroSpace Trainer (NF-104A
|
Bob Rushworth |
As a result of the same event Maj. Bob Rushworth flew
one flight on a high performance climb to
provide a second opinion on the airworthiness of
the airplane, before the next event unfolded.
Bob was the primary pilot on the X-15 rocket
research airplane and ultimately flew far more
flights in that airplane than any other pilot.
Bob was a graduate engineer, who had flown the
“hump” in the C-46 cargo airplanes in WW II,
joined the National Guard, and rejoined the Air
Force after college was completed. Bob had been
drafted into the Army in 1944, trained in
Aviation Cadets and joined the Army Air Corps as
a C-46 pilot, flying the Hump, over the world’s
highest mountains with heavy loads from India to
China. Separated after the war, he joined the
Air National Guard and was recalled for service
and his permanent career and climb to Major
General began.
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Chuck Yeager |
The Air Force tests were suddenly stopped as a
result of a very unexpected decision. It was
traditional that the lead A.F. test pilot would
make any record flight attempts on that project,
so I was considered a shoo-in, especially by the
Director of Flight Test, who had picked me for
the job but had the unpleasant task of advising
me to the contrary, when he was told that Col.
Chuck Yeager would be given the honor of
attempting to set an official World Altitude
Record. It was that decision that began Chuck’s
brief and noteworthy difficulties in the
aircraft, which engendered an extended new test
program and the outcome of AeroSpace Trainers’
use in training.
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