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"B-52" redirects here. For other uses, see B-52 (disambiguation).
"BUFF" redirects here. For other uses, see Buff.
B-52H, 2nd Bomb Wing, Barksdale AFB, LA
Role Strategic bomber
First flight 15 April 1952
Introduction February 1955
Status Active: 84
Primary users United States Air Force
Number built 744
Unit cost US$14.43 million (B-52B)
$9.28 million in 1962 (B-52H)
$53.4 million in 1998 (B-52H)
The Boeing B-52 Stratofortress is a long-range, subsonic, jet-powered, strategic bomber operated by the United States Air Force (USAF) since 1955.
Beginning with the successful contract bid on 5 June 1946, the B-52 went through several design steps; from a straight wing aircraft powered by six turboprop engines to the final prototype YB-52, with eight turbojet engines. The aircraft made its first flight on 15 April 1952 with "Tex" Johnston as pilot.
Built to carry nuclear weapons for Cold War-era deterrence missions, the B-52 Stratofortress replaced the Convair B-36. Although a veteran of a number of wars, the Stratofortress has dropped only conventional munitions in actual combat. With the longest unrefueled range of any contemporary bomber, the B-52 carries up to 70,000 pounds of weapons.
The USAF has had B-52s in active service since 1955, initially with the Strategic Air Command (SAC), with all aircraft later absorbed into the Air Combat Command (ACC) following SAC's disestablishment in 1992. Superior performance at high subsonic speeds and relatively low operating costs have kept the B-52 in service despite proposals to replace it with the Mach 3 XB-70 Valkyrie, supersonic B-1B Lancer and stealthy B-2 Spirit. In January 2005, the B-52 became the second aircraft, after the English Electric Canberra, to mark 50 years of continuous service with its original primary operator. There are five aircraft altogether that have made this list; the other three being the Tupolev Tu-95, the C-130 Hercules and the KC-135 Stratotanker.
1 Design and development
1.1 Entering the Jet Age
2 Operational history
2.1 Vietnam War
2.2 Cold War
2.3 Gulf war and later
3 Service modifications
3.1 Fuel research platform
4 Future of the B-52
7 Popular culture
9 Specifications (B-52H)
10 See also
12 External links
 Design and development
On 23 November 1945, Air Materiel Command (AMC) issued desired performance characteristics for a new strategic bomber "capable of carrying out the strategic mission without dependence upon advanced and intermediate bases controlled by other countries". The aircraft was to have a crew of five plus turret gunners, and a six-man relief crew. It had to cruise at 300 Miles per hour (240 kn, 480 km/h) at 34,000 feet (10,400 m) with a combat radius of 5,000 statute miles (4,300 nmi, 8,000 km). The armament was to consist of an unspecified number of 20 mm cannon and 10,000 pounds (4,500 kg) of bombs. On 13 February 1946, the Air Force issued bid invitations for these specifications, with Boeing, Consolidated Aircraft, and Glenn L. Martin Company submitting proposals.
Model 462 to 464-35On 5 June 1946, Boeing's Model 462, a straight-wing aircraft powered by six Wright T35 turboprops with a gross weight of 360,000 pounds (160,000 kg) and combat radius of 3,110 statute miles (2,700 nmi, 5,010 km), was declared the winner. On 28 June 1946, Boeing was issued a letter of contract for US$1.7 million (1946 dollars) to build a full-scale mock-up of the new XB-52 and do preliminary engineering and testing. However, by October 1946, the Air Force began to express concern about the sheer size of the new aircraft and its inability to meet the specified design requirements. In response, Boeing produced Model 464, a smaller four-engine version with a 230,000 pound (105,000 kg) gross weight, which was briefly deemed acceptable.
Then, in November 1946, the Deputy Chief of Air Staff for Research and Development, General Curtis LeMay, expressed the desire for a cruise speed of 400 miles per hour (345 kn, 645 km/h), to which Boeing responded with a 300,000 pound (140,000 kg) aircraft. In December 1946, Boeing was asked to change their design to a four-engine bomber with a top speed of 400 miles per hour, range of 12,000 statute miles (10,000 nmi, 19,000 km), and the ability to carry a nuclear weapon. The aircraft could weigh up to 480,000 pounds (220,000 kg). Boeing responded with two models powered by the T-35 turboprops. The Model 464-16 was a "nuclear-only" bomber with a 10,000 pound payload, while the Model 464-17 was a general purpose bomber with a 90,000 pound (40,000 kg) payload. Due to the cost associated with purchasing two specialized aircraft, the Air Force selected Model 464-17 with the understanding that it could be adapted for nuclear strikes.
In June 1947, the military requirements were updated and the Model 464-17 met all of them except for the range. It was becoming obvious to the Air Force that, even with the updated performance, the XB-52 would be obsolete by the time it entered production and would offer little improvement over the Convair B-36. As a result, the entire project was put on hold for six months. During this time, Boeing continued to perfect the design which resulted in the Model 464-29 with a top speed of 455 miles per hour (395 kn, 730 km/h) and a 5,000-mile range. In September 1947, the Heavy Bombardment Committee was convened to ascertain performance requirements for a nuclear bomber. Formalized on 8 December 1947, these called for a top speed of 500 miles per hour (440 kn, 800 km/h) and an 8,000 statute mile (7,000 nmi, 13,000 km) range, far beyond the capabilities of 464-29.
The outright cancellation of the Boeing contract on 11 December 1947 was staved off by a plea from its president William McPherson Allen, and in January 1948 Boeing was instructed to thoroughly explore recent technological innovations, including aerial refueling and the flying wing. Noting stability and control problems Northrop was experiencing with their YB-35 and YB-49 flying wing bombers, Boeing insisted on a conventional aircraft, and in April 1948 presented a US$30 million (1948 dollars) proposal for design, construction, and testing of two Model 464-35 prototypes. Further revisions of specifications during 1948 resulted in an aircraft with a top speed of 513 miles per hour (445 kn, 825 km/h) at 35,000 feet (10,700 m), a range of 6,909 statute miles (6,005 nmi, 11,125 km), and a 280,000 pounds (125,000 kg) gross weight which included 10,000 pounds of bombs and 19,875 US gallons (75,225 L) of fuel.
 Entering the Jet Age
In May 1948 AMC asked Boeing to incorporate the previously discarded, but now more fuel-efficient, jet engine into the design. This resulted in Boeing developing yet another revision — in July 1948, Model 464-40 substituted Westinghouse J40 turbojets for the turboprops. Nevertheless, on 21 October 1948, Boeing was told to create an entirely new aircraft using Pratt & Whitney J57 turbojets.
464-49 to B-52A
XB-52 Prototype on flight line (X-4 in foreground).On 25 October, Boeing engineers produced a proposal and a hand-carved model of 464-49. The new design built upon the basic layout of the B-47 Stratojet with 35° swept wings, eight engines paired in four underwing pods, and bicycle landing gear with wingtip outrigger wheels. A notable feature of the landing gear was the ability to pivot the main landing gear up to 20° from the aircraft centerline to increase safety during crosswind landings. The aircraft was projected to exceed all design specifications. Although the full-size mock-up inspection in April 1949 was generally favorable, range again became a concern since the J40s and the early model J57s had excessive fuel consumption.
Despite talk of another revision of specifications or even a full design competition among aircraft manufacturers, General LeMay, now in charge of Strategic Air Command, insisted that performance should not be compromised due to delays in engine development. In a final attempt to increase the range, Boeing created the larger 464-67, stating that once in production, the range could be further increased in subsequent modifications. Following several direct interventions by LeMay, on 14 February 1951 Boeing was awarded a production contract for 13 B-52As and 17 detachable reconnaissance pods. The last major design change, also at the insistence of General LeMay, was a switch from the B-47 style tandem seating to a more conventional side-by-side cockpit which increased the effectiveness of the copilot and reduced crew fatigue. Both XB-52 prototypes would feature the original tandem seating arrangement with a framed bubble-type canopy.
The YB-52 prototype with the bubble canopy is similar to that of the B-47
Side view of YB-52 bomberThe YB-52 (actually, the second XB-52 with more operational equipment) first flew on 15 April 1952, a 2 hour 21 minute flight from Renton Field in Renton, Washington to Larson AFB with Boeing test pilot Alvin M. Johnston and Air Force Lieutenant Colonel Guy M. Townsend. The XB-52 followed on 2 October 1952. The thorough development, including 670 days in the wind tunnel and 130 days of aerodynamic and aeroelastic testing, paid off with smooth flight testing. Encouraged, the Air Force increased its order to 282 B-52s.
Only three of the 13 B-52As ordered were built. All were returned to Boeing, and used in their test program. On 9 June 1952 the February 1951 contract was updated to order the aircraft under new specifications. The final ten—the first aircraft to enter active service—were completed as B-52Bs. At the roll out ceremony on 18 March 1954, Air Force Chief of Staff, General Twining said:
“ The long rifle was the great weapon of its day. ...Today this B-52 is the long rifle of the air age. ”
In informal circumstances, the official name Stratofortress was rarely used; personnel involved with the aircraft most commonly referred to it as BUFF (Big Ugly Fat Fucker). The more polite version of this is often quoted as Big Ugly Fat Fellow.
 Operational history
See also: List of B-52 Units of the United States Air Force
Although the B-52A was the first production variant, these aircraft were used only in testing. The first operational version was the B-52B which had been developed in parallel with the prototypes since 1951. First flying in December 1954, B-52B, AF Serial Number 52-8711, entered operational service with 93rd Heavy Bombardment Wing at Castle Air Force Base, California, on 29 June 1955. The wing became operational on 12 March 1956. The training for B-52 crews consisted of five weeks of ground school and four weeks of flying, accumulating 35–50 hours in the air. The new B-52Bs replaced operational B-36s on a one-to-one basis.
Early operations were complicated by lack of spares and ground facilities while ramps and taxiways deteriorated under the weight of the aircraft. The fuel system was prone to leaks and icing, and bombing and fire control computers were unreliable. The two-story cockpit presented a unique climate control problem – the pilots' cockpit was heated by sunlight while the observer and the navigator on the bottom deck sat on the ice cold floor. Thus, comfortable temperature setting for the pilots caused the other crew members to freeze, while comfortable temperature for the bottom crew caused the pilots to overheat. The J57 engines were still new and unreliable. Alternator failure caused the first fatal B-52 crash in February 1956, which resulted in a brief grounding of the fleet. In July, fuel and hydraulic system problems again grounded the B-52s. To avoid maintenance problems, the Air Force set up Sky Speed teams of 50 maintenance contractors at each B-52 base. In addition to maintenance, the teams performed routine checkups which took one week per aircraft.
Three B-52Bs of the 93rd Bomb Wing prepare to depart Castle AFB, California, for their record-setting round-the-world flight in 1957On 21 May 1956, a B-52B (52-0013) dropped its first live hydrogen bomb (a Mk.15) over the Bikini Atoll. On 24–25 November 1956, four B-52Bs of the 93rd BW and four B-52Cs of the 42nd BW flew nonstop around the perimeter of North America in Operation Quick Kick, covering 15,530 statute miles (13,500 nm, 25,000 km) in 31 hours 30 minutes (493.0 smph). SAC noted that the flight time could have been reduced by 5-6 hours if the four inflight refuellings were done by fast jet-powered tanker aircraft rather than propeller-driven KC-97 Stratotankers. In a demonstration of the B-52s global reach, on 16–18 January 1957, three B-52Bs made a nonstop flight around the world during Operation Power Flite, covering 24,325 statute miles (21,145 nm, 39,165 km) in 45 hours 19 minutes (536.8 smph) with several in-flight refuelings by KC-97s. The 93rd Bomb Wing received the Mackay Trophy for their accomplishment.
The B-52 set many records over the next few years. On 26 September 1958, a B-52D set a world speed record of 560.705 miles per hour (487 kn, 902 km/h) over a 10,000 kilometers (5,400 nm, 6,210 mi) closed circuit without a payload. The same day, another B-52D established a world speed record of 597.675 miles per hour (519 kn, 962 km/h) over a 5,000 kilometer (2,700 nmi, 3,105 mi) closed circuit without a payload. On 14 December 1960, a B-52G set a world record by flying unrefueled for 10,078.84 statute miles (8,762 nm, 16,227 km). The flight lasted 19 hours 44 minutes (510.75 smph). On 10–11 January 1962, a B-52H set a world record by flying unrefuelled from Kadena Air Base, Okinawa, Japan, to Torrejon Air Base, Spain, covering 12,532.28 statute miles (10,895 nmi, 20,177 km).
During this time, at the Strategic Air Command's peak strength in 1963, 650 B-52s were in operation in 42 squadrons at 38 air bases.
 Vietnam War
Main article: Vietnam War
With the escalating situation in Southeast Asia, in June 1964 28 B-52Fs were fitted with external racks for 24× 750 pound (340 kg) bombs under project South Bay. An additional 46 aircraft received similar modifications under project Sun Bath. In March 1965, the United States commenced Operation Rolling Thunder, and the first combat mission of Operation Arc Light was flown by B-52Fs on 18 June 1965, when thirty bombers of the 9th and 441st Bombardment Squadrons struck a communist stronghold near Ben Cat in South Vietnam. The first wave of bombers arrived too early at a designated rendezvous point, and while maneuvering to maintain station, two B-52s collided, resulting in the loss of both bombers and eight crewmen. The remaining bombers, minus one more which turned back due to mechanical problems, continued on towards the target, which was bombed successfully.
B-52 releasing its payload of bombs.In December 1965, a number of B-52Ds underwent Big Belly modifications to increase bomb capacity for carpet bombings. While the external payload remained at 24× 500 pound (227 kg) or 750 pound (340 kg) bombs, the internal capacity increased from 27 to 84× 500 pound bombs or from 27 to 42× 750 pound bombs. The Big Belly modification now created enough capacity for a total of 60,000 pounds (27215 kg) in 108 bombs. Thus modified, B-52Ds could carry 22,000 pounds (9,980 kg) more than B-52Fs. Replacing B-52Fs, modified B-52Ds entered combat in April 1966 flying from Andersen Air Force Base,Guam. Each bombing mission lasted ten to 12 hours with an aerial refueling by KC-135 Stratotankers. In spring 1967, the aircraft began flying from U Tapao Airfield in Thailand which had the advantage of not requiring in-flight refueling. These missions lasted only 2 to 3 hours. On 15 April 1968, a Replacement Training Unit was established at Castle AFB which converted B-52E through B-52H crews to B-52Ds so they could participate in combat in Southeast Asia.
On 22 November 1972, a B-52D (55-0110) from U-Tapao was hit by a SAM while on a raid over Vinh. The crew was forced to abandon the damaged aircraft over Thailand. This was the first B-52 to be destroyed by hostile fire in Vietnam.
The zenith of B-52 attacks in Vietnam was Operation Linebacker II which consisted of waves of B-52s (mostly D models, but some Gs without jamming equipment and with a smaller bomb load). Over 12 days B-52s flew 729 sorties, dropping 15,237 tons of bombs on Hanoi, Haiphong, and other targets. In total, ten B-52s were shot down over North Vietnam and five others were damaged and crashed in Laos or Thailand.
B-52D tail gunners were credited with shooting down two MiG-21 "Fishbeds"; one on 18 December 1972, by SSgt Samuel O. Turner, and one on 24 December 1972, by A1C Albert E. Moore. Turner was awarded a Silver Star for his actions. The last Arc Light mission took place on 15 August 1973 and all B-52s left Southeast Asia shortly after.
 Cold War
Main article: Cold War
B-52 Airborne Nuclear Alert routeDuring the Cold War, B-52s performed airborne alert duty under code names such as Head Start, Chrome Dome, Hard Head, Round Robin, and Giant Lance. Bombers loitered near points outside the Soviet Union to provide rapid first strike or retaliation capability in case of nuclear war.
On 17 January 1966, a fatal collision occurred between a B-52G and a KC-135 Stratotanker over Palomares, Spain. The four B-28 FI 1.45-megaton-range nuclear bombs on the B-52 were eventually recovered. Two of the four bombs had a minor detonation, as the warheads' conventional explosives were set off, with serious dispersion of both plutonium and uranium. The main fuse safety withstood the violent impact and explosion, preventing a nuclear disaster. After the crash, 1,400 tons of contaminated soil were sent to the United States. The crash and the decontamination were too expensive to risk again and ended the airborne alert program. In 2006 an agreement was made between the U.S. and Spain to investigate and clean the pollution still remaining as a result of the accident.
On 21 January 1968, another B-52G with four nuclear bombs aboard crashed on the ice of the North Star Bay while attempting an emergency landing at Thule Air Base, Greenland. The resulting fire caused extensive radioactive contamination, the cleanup of which lasted until September of that year.
The Yom Kippur War in October 1973 saw the Soviet Union threaten to intervene on behalf of Egypt and Syria. To stop the Soviets, President Richard M. Nixon called on the military to raise its alert level to DEFCON 3. Secretary of Defense Melvin Laird ordered the B-52s to an immediate war footing and fully armed and fueled B-52s were circling Greenland. The Soviet Union did not become directly involved in the war.
B-52Bs reached the end of their structural service life by the mid-1960s and all were retired by June 1966, followed by the last of the B-52Cs on 29 September 1971; except for NASA's B-52B "008" which was eventually retired in 2004 at Edwards AFB, California. Another of the remaining B Models, "005" is on display at the Wings Over the Rockies Air and Space Museum in Denver, Colorado.
Retired B-52s are stored at the 309th AMARG (formerly AMARC), a desert storage facility often called the "Boneyard" at Davis-Monthan AFB near Tucson, ArizonaA few time-expired E models were retired in 1967 and 1968, but the bulk (82) were retired between May 1969 and March 1970. Most F models were also retired between 1967 and 1973, but 23 survived as trainers until late 1978.
The fleet of D models served much longer. Eighty D models were updated under the Pacer Plank program (ECP 1581) at Boeing's Wichita plant. Skinning on the lower wing and fuselage was replaced, and various structural components were renewed. Work was completed in 1977. The fleet of D models stayed largely intact until late 1978, when 37 were retired. The remainder were retired between 1982 and 1983.
The remaining G and H models were used for nuclear standby ("alert") duty as part of the United States' nuclear triad. This triad was the combination of nuclear-armed land-based missiles, submarine-based missiles and manned bombers. The B-1B Lancer which was intended to supplant the B-52, replaced only the older models and the supersonic FB-111.
After the fall of the Soviet Union, the B-52Gs were destroyed per the terms of the Strategic Arms Reduction Treaty (START). AMARG was tasked with eliminating 365 B-52 bombers. The progress of this task was to be verified by Russia via satellite and first-person inspection at the AMARG facility. Initially, the B-52s were chopped into pieces with a 13,000 pound guillotine.
In 1991, B-52s ceased continuous 24-hour SAC alert duty.
 Gulf war and later
See also: Gulf War
On 16 February 1991 a flight of B-52Gs launching from and returning to Barksdale AFB, in Louisiana, struck targets inside Iraq. This was at the time the longest distance combat mission in history: 35 hours and 14,000 statute miles round trip. Over the next months, B-52Gs operating from bases in the United Kingdom, Spain and on the island of Diego Garcia flew low level bombing missions. The B-52s moved to high level missions after Coalition forces ensured air superiority and were able to suppress air defense systems capable of reaching bombers at a higher altitude. B-52s were an important part of the air war during Operation Desert Storm as they could be employed with impunity. The conventional strikes were carried out by three bombers dropping 153 750 pound bombs at a time, covering an area one and a half miles long by one mile wide. The bombings demoralized the defending Iraqi troops, and they could be induced to surrender rather than be destroyed. Flying approximately 1620 sorties in the Gulf War, B-52s delivered 40% of the weapons dropped by coalition forces, while suffering only one aircraft loss, with several receiving minor damage from enemy action.
On 2–3 September 1996, two B-52H struck Baghdad power stations and communications facilities with 13 AGM-86C air-launched cruise missiles (ALCM) as part of Operation Desert Strike, a 34-hour, 16,000 statute mile round trip mission from Andersen AFB, on Guam—the longest distance ever flown for a combat mission. Only two days prior, the crews had completed a 17-hour flight from Louisiana to Guam.
A B-52H Stratofortress takes off from Andersen Air Force Base, Guam.The B-52 also contributed to the US success in Operation Enduring Freedom in 2001 (Afghanistan/Southwest Asia), providing the ability to loiter high above the battlefield and provide Close Air Support (CAS) through the use of precision guided munitions, a mission which previously would have been restricted to fighter and ground attack aircraft.
B-52s also played a role in Operation Iraqi Freedom, which commenced on 20 March 2003 (Iraq/Southwest Asia). On the night of 21 March 2003, B-52Hs launched at least 100 AGM-86 ALCMs.
As of April 2008, 94 of the original 744 B-52 aircraft were still operational within the U.S. Air Force.
On 21 July 2008, a B-52H, deployed from Barksdale AFB, crashed approximately 25 miles off the coast of Guam.
Since the mid 1990s, the B-52H has been the only variant still in service; it is currently stationed at:
Minot AFB, ND - 5th Bomb Wing
Barksdale AFB, LA - 2nd Bomb Wing & 917th Wing (Air Force Reserve Command)
An additional airframe is assigned to the Air Force Material Command and used by the Air Force Flight Test Center at Edwards AFB in southern California.
As of 8 September 2008, four of 18 B-52Hs from Barksdale AFB that are currently being retired are in the "boneyard" of 309th AMARG at Davis-Monthan AFB.
 Service modifications
In November 1959, SAC initiated the Big Four modification program (also known as Modification 1000) for all operational B-52s except early B models. The program was completed by 1963. The four modifications were:
Ability to perform all-weather, low-altitude (below 500 feet (150 m)) interdiction as a response to advancements in Soviet Union's missile defenses. The low-altitude flights were estimated to accelerate structural fatigue by at least a factor of eight, requiring costly repairs to extend service life.
Ability to launch AGM-28 Hound Dog standoff nuclear missiles
Ability to launch ADM-20 Quail decoys
An advanced electronic countermeasures (ECM) suite
The ability to carry up to 20 AGM-69 SRAM nuclear missiles was added to G and H models starting in 1971. Fuel leaks due to deteriorating Marman clamps continued to plague all variants of the B-52. To this end, the aircraft were subjected to Blue Band (1957), Hard Shell (1958), and finally QuickClip (1958) programs. The latter fitted safety straps which prevented catastrophic loss of fuel in case of clamp failure.
Ongoing problems with advanced avionics were addressed in the Jolly Well program, completed in 1964, which improved components of the AN/ASQ-38 bombing navigational computer and the terrain computer. The MADREC (Malfunction Detection and Recording) upgrade fitted to most aircraft by 1965 could detect failures in avionics and weapons computer systems, and was essential in monitoring the Hound Dog missiles. The electronic countermeasures capability of the B-52 was expanded with Rivet Rambler (1971) and Rivet Ace (1973).
Structural fatigue, exacerbated by the change to low-altitude missions, was first dealt with in the early 1960s by the three-phase High Stress program which enrolled aircraft at 2,000 flying hours. This was followed by a 2,000-hour service life extension to select airframes in 1966-1968, and the extensive Pacer Plank reskinning completed in 1977. The wet wing introduced on G and H models was even more susceptible to fatigue due to experiencing 60% more stress during flight than the old wing. The wings were modified by 1964 under ECP 1050. This was followed by a fuselage skin and longeron replacement (ECP 1185) in 1966, and B-52 Stability Augmentation and Flight Control program (ECP 1195) in 1967.
In 2007 the LITENING targeting pod was fitted and commissioned increasing the combat effectiveness of the aircraft during day, night and under-the-weather conditions in the attack of ground targets with a variety of standoff weapons under the guidance of LASERs and the help of high resolution forward-looking infrared sensor (FLIR) for visual display in the infrared portion of the electromagnetic spectrum and charged coupled device (CCD-TV) camera used to obtain target imagery in the visible portion, this technology could also be used in real-time transmission to ground communications networks and government agencies to gather battlefield intelligence, assess battlefield damage, assess terrorist activities and counter drug activity, further advancing the B-52H's capabilities and uses.
 Fuel research platform
In September 2006, the B-52 became one of the first US military aircraft to fly using 'alternative' fuel. Syntroleum Corporation, a leader in Fischer-Tropsch process (FT) technology, announced that its Ultra-Clean jet fuel had been successfully tested in a B-52. It took off from Edwards Air Force Base with a 50/50 blend of FT and traditional JP-8 jet fuel which was burned in two of the eight engines on the aircraft. This marked the first time that FT jet fuel was tested in a military flight demo, and is the first of several planned test flights.
On 15 December 2006, tail number 61-0034, Wise Guy took off from Edwards with the synthetic fuel blend powering all eight engines, the first time an Air Force aircraft was completely powered by the mixture. The test flight was captained by Major General Curtis Bedke, commander of the Edwards Flight Test Center, the first time in 36 years that the installation's commander performed a first flight in a flight test program. The flight lasted seven hours, reached an altitude of 48,000 feet, and was considered a success.
On 8 August 2007, Air Force Secretary Michael Wynne certified the B-52H as fully approved to use the FT blend, marking the formal conclusion of the test program.
This program is part of the Department of Defense Assured Fuel Initiative, an effort to develop secure domestic sources for the military energy needs. The Pentagon hopes to reduce its use of crude oil from foreign producers and obtain about half of its aviation fuel from alternative sources by 2016. With the B-52 now approved to use the FT blend, the USAF will use the test protocols developed during the program to certify the C-17 Globemaster III and then the B-1B to use the fuel (the first B-1 test flight took place in March, 2008). The Air Force intends to test and certify every airframe in its inventory to use the fuel by 2011.
 Future of the B-52
The Air Force intends to keep the B-52 in service until at least 2040, an unprecedented length of service for a military aircraft. B-52s are periodically refurbished at the USAF maintenance depots such as Tinker Air Force Base, Oklahoma.
Boeing suggested re-engining the B-52H fleet with the Rolls-Royce RB211 534E-4. This would involve replacing the eight Pratt & Whitney TF33s (total thrust 8 × 17,000 lb) with four RB211s (total thrust 4 × 37,400lb). The RR engines will increase the range and payload of the fleet and reduce fuel consumption. However, the cost of the project would be significant. Procurement would cost approximately US$2.56 billion (US$36 million × 71 aircraft). A Government Accountability Office study of the proposal concluded that Boeing's estimated savings of US$4.7 billion would not be realized. They found that it would cost the Air Force US$1.3 billion over keeping the existing engines. This was subsequently disputed in a Defense Sciences Board report in 2003 and revised in 2004 that identified numerous errors in the prior evaluation of the Boeing proposal, and urged the Air Force to re-engine the aircraft without delay. Further, the DSB report stated the program would save substantial funds, reduce greenhouse gas emissions, and increase aircraft range and endurance, duplicating the results of a Congressionally funded US$3M program office study conducted in 2003.
The USAF continues to rely on the B-52 because it remains an effective and economical heavy bomber, particularly in the type of missions that have been conducted since the end of the Cold War, mainly against nations that have limited air defense capabilities. The B-52's capacity to "loiter" for extended periods over (or even well outside) the battlefield, while delivering precision standoff and direct fire munitions, has been a valuable asset in conflicts such as Operation Enduring Freedom in Afghanistan.
The speed and stealth of the B-1 Lancer and B-2 Spirit have only been useful until enemy air defenses were destroyed, a task that has been swiftly achieved in recent conflicts. The B-52 boasts the highest mission capable rate of the three types of heavy bombers operated by the USAF. Whereas the B-1 averages a 53% ready rate, and the B-2 achieved a 26%, the B-52 averages 80%.
The costs are in approximate 1955 United States dollars and have not been adjusted for inflation.
X/YB-52 B-52A B-52B B-52C B-52D B-52E B-52F B-52G B-52H
Unit R&D cost 100 million
Airframe 26,433,518 11,328,398 5,359,017 4,654,494 3,700,750 3,772,247 5,351,819 6,076,157
Engines 2,848,120 2,547,472 1,513,220 1,291,415 1,256,516 1,787,191 1,427,611 1,640,373
Electronics 50,761 61,198 71,397 68,613 54,933 60,111 66,374 61,020
Armament 47,874 482,284 293,346 548,353 931,665 862,839 840,000 1,501,422
Ordnance 9,193 11,520 10,983 17,928 4,626 3,016 6,809 6,804
Flyaway cost 28.38 million 14.43 million 7.24 million 6.58 million 5.94 million 6.48 million 7.69 million 9.29 million
Maintenance cost per flying hour 925 1,025 1,025 1,182
Production numbers Variant Produced Entered Service
XB-52 2 (1 redesignated YB-52) prototypes
NB-52A 1 Modified B-52A
B-52B 50 29 June 1955
RB-52B 27 Modified B-52Bs
NB-52B 1 Modified B-52B
B-52C 35 June 1956
B-52D 170 December 1956
B-52E 100 December 1957
B-52F 89 June 1958
B-52G 193 13 February 1959
B-52H 102 9 May 1961
Grand total 744 production
The B-52 went through several design changes and variants over its 10 years of production.
Only three of the first production version, the B-52A, were built, all loaned to Boeing for flight testing. The first production B-52A differed from prototypes in having redesigned forward fuselage. The bubble canopy and tandem seating was replaced by a side-by-side arrangement and a 21 inch (53 cm) nose extension accommodated more avionics and a new 6th crew member. In the rear fuselage a tail turret with four 0.50 inch (12.7 mm) machine guns with a fire-control system, and a water injection system to augment engine power with a 360 US gallon (1,363 L) water tank was added. The aircraft also carried a 1,000 US gallon (3,785 L) external fuel tank under each wing. The tanks acted as dampeners to reduce wing flex and also kept wingtips close to the ground for ease of maintenance.
The last B-52A (serial 52-0003) was modified and redesignated NB-52A in 1959 to carry the North American X-15. A pylon was fitted under the right wing between the fuselage and the inboard engines with a 6 feet x 8 feet (1.8 m x 2.4 m) section removed from the right wing flap to fit the X-15 tail. Liquid oxygen tanks were installed in the bomb bays to fuel the X-15 before launch. First flight with X-15 was on 10 March 1959, and NB-52A carried the X-15 on 59 of the program's 199 flights.
Converted RB-52B to B-52B Balls 5 at Wings Museum.B-52B/RB-52B
The B-52B was the first version to enter service with the USAF on 29 June 1955, with the 93rd Bombardment Wing at Castle AFB in California. This version included minor changes to engines and avionics in the attempt to fix minor problems. Temporary grounding of the aircraft after a crash in February 1956 and again the following July caused training delays, and at mid-year there were still no combat-ready B-52 crews.
Of the 50 B-52Bs built, 27 were capable of carrying a reconnaissance pod as RB-52Bs (the crew was increased to eight in these aircraft). The 300 pound (136 kg) pod contained radio receivers, a combination of K-36, K-38, and T-11 cameras, and two operators on downward-firing ejection seats. The pod required only four hours to install.
Seven B-52Bs were brought to B-52C standard under Project Sunflower.
NASA's NB-52B Balls 8 (lower) and its replacement B-52H on the flight line at Edwards Air Force Base.NB-52B
The NB-52B was B-52B number 52-0008 converted to an X-15 launch platform. It subsequently flew as the "Balls 8" in support of NASA research until 17 December 2004, making it the oldest flying B-52B. It was replaced by a modified B-52H.
In the B-52C the fuel capacity (and range) was increased to 41,700 US gallons by adding larger 3000 US gallon underwing fuel tanks. The gross weight was increased by 30,000 pounds (13,605 kg) to 450,000 pounds. The belly of the aircraft was painted with antiflash white paint, which was intended to reflect thermal radiation away after a nuclear detonation.
The RB-52C was the designation given, but seldom used, to B-52Cs converted for reconnaissance duties in a similar manner to RB-52Bs.
The B-52D was a dedicated long-range bomber without a reconnaissance option. The Big Belly modifications allowed the B-52D to carry heavy loads of conventional bombs for carpet bombing over Vietnam. Aircraft assigned to Vietnam were painted camouflage with black bellies to defeat searchlights.
In the B-52E the aircraft had an updated avionics and bombing navigational system, which was eventually debugged and included on following models.
One E aircraft (AF Serial No. 56-0631) modified as a testbed for various B-52 systems. Redesignated NB-52E, the aircraft was fitted with canards and a Load Alleviation and Mode Stabilization system (LAMS) which reduced airframe fatigue from wind gusts during low level flight. In one test, the aircraft flew 10 knots (11.5 mph, 18.5 km/h) faster than the never exceed speed without damage because the canards eliminated 30% of vertical and 50% of horizontal vibrations caused by wind gusts.
In the B-52F, the aircraft was given J57-P-43W engines with a larger capacity water injection system and new alternators. The aircraft had a problem with fuel leaks, which were eventually solved by service modifications Blue Band, Hard Shell, and QuickClip.
B-52G on static display at Langley Air Force Base in Hampton, Virginia.B-52G
The B-52G was proposed to extend the B-52's service life during delays in the B-58 Hustler program. At first, a radical redesign was envisioned with a completely new wing and Pratt & Whitney J75 engines. This was rejected to avoid slowdowns in production, although changes were implemented. The most significant of these was the brand new "wet" wing with integral fuel tanks which considerably increased the fuel capacity — gross aircraft weight went up by 38,000 pounds (17,235 kg) compared with prior variants. In addition, a pair of 700 US gallon (2,650 L) external fuel tanks was fitted under the wings. The wing also had the traditional ailerons eliminated, instead utilizing spoilers for roll control. The tail fin was shortened by 8 feet (2.4 m), water injection system capacity was increased to 1,200 US gallons (4,540 L), and the nose radome was enlarged. The tail gunner was provided with an ejection seat and moved to the main cockpit. Dubbed the "Battle Station" concept, the offensive crew (pilot and copilot on the upper deck and the two bombing navigation system operators on the lower deck) faced forward, while the defensive crew (tail gunner and ECM operator) on the upper deck faced aft. The B-52G entered service 13 February 1959 (a day earlier, the last B-36 was retired, making SAC an all-jet bomber force). Nearly all B-52Gs were destroyed in compliance with the Strategic Arms Reduction Treaty of 1992. A few examples remain in museums and as static displays at various air force bases.
Lower deck of the B-52 dubbed the battle station.
B-52H modified to carry two D-21 drones.
Boeing B-52H taking offB-52H
The B-52H had the same crew and structural changes as the B-52G. The most significant upgrade was the switch to TF33-P-3 turbofan engines which, despite the initial reliability problems (corrected by 1964 under the Hot Fan program), offered considerably better performance and fuel economy than the J57 turbojets. The ECM and avionics were updated, a new fire control system was fitted, and the rear defensive armament was changed from machine guns to a 20 mm M61 Vulcan cannon. A provision was made for four AGM-48 Skybolt ballistic missiles. First flight 10 July 1960, entered service 9 May 1961. This is the only variant still operational.
A total of 744 B-52s were built. The last production aircraft, B-52H AF Serial No. 61-0040, left the factory on 26 October 1962.
A proposed variant of the B-52H that would modify 16 planes for electronic jamming capabilities. It would give the USAF an airborne jamming capability that it has lacked since retiring the EF-111 Raven. The program's future remains uncertain as the DoD wants to cut back on the fleet of B-52s.
 Popular culture
The B-52 has been featured in a number of major films and other media:
Bombers B-52, a 1957 film starring Karl Malden and Natalie Wood
A Gathering of Eagles, a 1963 movie starring Rock Hudson
Dr. Strangelove or: How I Learned to Stop Worrying and Love the Bomb, a 1964 Stanley Kubrick film
Trinity's Child, a 1983 novel by William Prochnau
The Day After, a 1983 made for television movie starring Jason Robards
Flight of the Old Dog, a 1987 novel by ex-B-52 crew member Dale Brown, many of whose works involve the B-52, EB-52, or other variations of the Stratofortress
By Dawn's Early Light, a 1990 HBO telemovie adapted from the novel Trinity's Child
Stolen Thunder, a 1993 novel by David Axton about the hijacking of a B-52
The B-52's, a New Wave rock band, were named after a hairstyle that resembles the nose of the airplane.
Main article: Boeing B-52 Survivors
There are many B-52s on static display at USAF air bases and museums around the world.
 Specifications (B-52H)
Boeing B-52H static display with weapons, Barksdale AFB 2006Data from Quest for Performance
Crew: 5 (pilot, copilot, radar navigator (bombardier), navigator, and Electronic Warfare Officer)
Length: 159 ft 4 in (48.5 m)
Wingspan: 185 ft 0 in (56.4 m)
Height: 40 ft 8 in (12.4 m)
Wing area: 4,000 ft² (370 m²)
Airfoil: NACA 63A219.3 mod root, NACA 65A209.5 tip
Empty weight: 185,000 lb (83,250 kg)
Loaded weight: 265,000 lb (120,000 kg)
Max takeoff weight: 488,000 lb (220,000 kg)
Powerplant: 8× Pratt & Whitney TF33-P-3/103 turbofans, 17,000 lbf (76 kN) each
* Fuel capacity: 47,975 US gal (181,725 L)
Zero-lift drag coefficient: 0.0119 (estimated)
Drag area: 47.60 ft² (4.42 m²)
Aspect ratio: 8.56
Maximum speed: 560 kt (650 mph, 1,000 km/h )
Combat radius: 4,480 mi (3,890 NM, 7,210 km)
Ferry range: 10,145 mi (8,764 nm, 16,232 km)
Service ceiling 50,000 ft (15,000 m)
Rate of climb: 6,270 ft/min. (31.85 m/s)
Wing loading: 120 lb/ft² (595 kg/m²)
Lift-to-drag ratio: 21.5 (estimated)
Guns: 1× 20 mm M61 Vulcan cannon in a remote controlled tail turret now decommissioned and removed from all operational aircraft
Bombs: Approximately 70,000 pounds (31,500 kilograms) mixed ordnance -- bombs, mines, missiles, in various configurations
Thursday, October 2, 2008
Saturday, September 27, 2008
Word of the Day for Friday, September 26, 2008
melee \MAY-lay; may-LAY\, noun:
1. A fight or hand-to-hand struggle in which the combatants are mingled in one confused mass.
2. A confused conflict or mingling.
In another incident, two staff members required stitches from a melee that ensued from their attempts to confiscate a razor blade found in the sock of a boy who had just arrived from another facility.
-- James Garbarino, Lost Boys
The accident sparked a general melee, people smashing things just for the satisfaction of watching glass fly.
-- Dorothy Allison, Cavedweller
I was relieved when, apparently unaware of this tradition, the Harasis bedouin unceremoniously dug in, the dread orbs disappearing in a melee of hungry hands.
-- Nicholas Clapp, The Road to Ubar
Melee is from the French mêlée, from the past participle of Old French mesler, "to mix," ultimately from Latin miscere, "to mix." It is related to medley, "a jumbled assortment; a mixture."
Dictionary.com Entry and Pronunciation for melee
Thursday, September 18, 2008
September 17, 2008
Is Fishkill's Brian McLaughlin the Ultimate Fighter?
Arlington grad debuts on Spike TV tonight
By Phil Strum
Brian McLaughlin would love to be considered the ultimate fighter.
Starting tonight, he'll have his shot.
McLaughlin, a 24-year-old Fishkill native, is one of 32 mixed martial artists who will compete on the eighth season of "The Ultimate Fighter," which begins tonight on Spike TV after UFC Fight Night Live. The winner of the competition gets a guaranteed, multi-fight contract in the Ultimate Fighting Championship, the top North American MMA promotion.
"This season is some of the highest level of competition you're going to see," said McLaughlin, unable to reveal whether he was one of the competitors to fight his way onto the show out of the original 32. "Everyone is well-rounded. Some of the lightweights have already defeated UFC veterans. In my weight class, everyone deserved to be there."
The coaches on this season of "The Ultimate Fighter" are UFC Interim Heavyweight Champion Antonio Rodrigo Nogueira and former UFC heavyweight champion Frank Mir. On Dec. 27, Nogueira and Mir will face in a title match that will also have a co-main event with the light heavyweight title match of Forrest Griffin vs. Rashad Evans, both former champions of "The Ultimate Fighter."
Of the 32 men to start on the show, 16 make it onto the reality show. This season has light heavyweights (186-205 pounds) and lightweights (146-155 pounds). McLaughlin is a lightweight. The finals of the show are going to be live on Dec. 13 and will have an undercard featuring fighters on the show.
"All the guys there whether they made it far in the show or not, those guys are still fighting," said McLaughlin, an alum of Arlington High School and SUNY New Paltz. "The good thing about the show is that you get some marketability even if you don't get the UFC contract."
Yahoo! Sports mixed martial arts writer Dave Meltzer has covered the sport in the Wrestling Observer Newsletter since 1993 and said "The Ultimate Fighter" is the means for getting into MMA, but it isn't a guarantee that you'll be a star like Griffin, Evans or former UFC Welterweight Champion Matt Serra.
"It can skyrocket the career," Meltzer said. "If they do really well, it's a door opening for you, but you still have to perform."
Meltzer added that most of the money in the three-year contract the winner gets are in bonuses and that the winner is really only guaranteed about $100,000 over three years. The good fighters, obviously, can do much better.
"As long as you're on the show and you don't make a complete fool of yourself, you can get booked on the final show, unless you can't fight at all" Meltzer said.
Although he lives in Fishkill and owns Hudson Valley Jiu-Jitsu in Fishkill, McLaughlin, whose professional record is 5-0 is listed on the UFC Web site as being from Tampa. The reason for this is that he trains at Gracie Tampa under Eastchester native Rob Kahn. Kahn received a jiu-jitsu black belt under former three-time UFC champion and MMA pioneer Royce Gracie.
"He's honestly one of the best submission grapplers in the country," Kahn said of McLaughlin. "Brian's beaten some of the best in the country already and has kind of made a name for himself. In 15 years of doing this, I don't know if I've worked with anyone with more drive than him. He's the hardest-working kid I've ever seen."
Kahn feels that even if McLaughlin did not make it onto The Ultimate Fighter, he still would have been under consideration to get some fights in the UFC, especially after he won the Ring of Combat Beasts of the Northeast Tournament last November.
"He turned a lot of heads when he did that," Kahn said. "He's part of that first generation who started as a kid and grew up with it. He's really ahead of the curve. Not even 24 and already a brown belt in Brazilian Jiu-Jitsu. He's still got so many years of competing."
McLaughlin said that his training philosophy for competing is simple: To constantly surround yourself with people who are better than you, so that you're always challenging yourself.
"It's night and day," McLaughlin said of his skills in boxing and wrestling, as opposed to his vast experience in Brazilian jiu-jitsu. "I look at my first fight and my skills back then going, 'If I could fight myself now, it would be a nightmare.' It's so challenging and so much fun. It's a new way of challenging myself and expanding my range of combat.
"It's made training more exciting," McLaughlin continued. "More exciting, more humbling. You're never the master and always the student."
McLaughlin tried out for the fifth season of "The Ultimate Fighter," but was ultimately rejected. This time though, plenty of friends knew about his tryout, but once he made the cut, he was not permitted to tell anyone he made it onto the show - until the UFC made it official.
"I had to come up with this whole phony story," McLaughlin said. "I had to disappear for six weeks and I couldn't tell people where I was going. And they couldn't get in touch with me. I told them I was leaving the country. I told them I didn't make the show, but when I was leaving was around my birthday, so I said my parents gave me a trip to Brazil. Some people actually bought it."
One thing McLaughlin said he would love is to fight a little closer to home. Mixed martial arts is banned in the state of New York and the closest he gets to fight is in Atlantic City, N.J.
"Every year, we get our hopes up," McLaughlin said. "It's always been a dream of mine to fight in the Mid-Hudson Civic Center. I would love to fight in my hometown. Ignorant minds are dictating the future of the sport."
McLaughlin said that in one meeting of New York lawmakers, he was told, that one asked if there was a referee present in the MMA bouts.
"If you're going to hold the future of the sport in your hands, McLaughlin said. "at least watch one of the shows."
Meltzer said while the launch of "The Ultimate Fighter" has been good for many MMA careers, it's not a guarantee.
"It made the sport and it made careers," Meltzer said. "But it's not a lock. When you're on guarantees you a place in the sport. From there, you either need to win or look good losing."
Tuesday, September 9, 2008
Update: Former UFC Champ Tanner Dead at 37
Tuesday, September 09, 2008
The body of former UFC middleweight champion Evan Tanner (Pictures) was found Monday in the Palo Verde mountain area.
Tanner, 37, was an apparent victim of heat exposure.
He had embarked on a camping trip on his motorcycle Sept. 3 into the desert-like region north of Brawley, Calif., approximately two and a half hours east of San Diego.
The native of Amarillo, Texas, was found approximately two miles from his campsite, said his manager John Hayner, of Driving Force Sports, who had known the fighter for four years. Hayner said Tanner went camping to undergo a spiritual and physical cleansing, which was not uncommon for the fighter.
Lt. George Moreno of the Imperial Valley Sheriff’s Dept. said his office was contacted last Friday by friends in Oceanside, Calif., where Tanner had moved about six months ago. Tanner’s friends told Moreno the fighter had contacted them via text messaging to say he was out of water and gas and needed assistance. A ground search and air surveillance began Friday to locate the fighter, said Moreno.
Tanner’s campsite was located Sunday by aerial search. His body was discovered Monday at 12 p.m. PST by a helicopter search conducted by the U.S. Marine base out of Yuma, Ariz. Moreno estimated Tanner was approximately 45-50 miles from the nearest town.
Tanner’s body was identified a couple of hours after coroners arrived on the scene, said Moreno.
“He had his I.D. on him,” Lt. Moreno told Sherdog.com.
Tanner’s older brother, Jeff, is expected to collect the fighter’s effects Tuesday afternoon. Tanner’s mother is also en route to Imperial Valley, said Hayner.
An autopsy is scheduled for Tuesday. Moreno said circumstances like this were rare but not unheard of in the area.
“If anybody is going to go camping, it’s usually in the winter, not during this extreme weather,” he said. “Right now, temperatures are in the 110-degree index every day.”
Tanner had last been connected to the Compound Mixed Martial Arts & Fitness gym in Oceanside, Calif. Co-owner Claudia Ortega said she and her husband had reached out to Tanner a year ago after he had visited the facility. When Tanner moved back to the area, he visited the gym on a few occasions to train.
Ortega said Tanner told her he planned to “take a couple of trips,” then settle at the gym.
“He wanted to make it his home,” said Ortega. “”We really wanted to see him succeed in any way he could.”
Tanner’s battle with alcohol abuse was well known in the sport, but Hayner said he’d believed Tanner had stayed sober for about a year in an attempt to make a comeback.
“Evan did not kill himself,” said Hayner. “Evan did not go out in the hopes of doing a one-way ticket. He brought two guns out with him for target practice. They were not found with his body. In no way shape or form did he kill himself. He got in over his head, and exposure to the elements killed him.”
Tanner was a self-made mixed martial arts standout. A two-time state championship wrestler in high school, he made his professional debut on a whim with the Unified Shoot Wrestling Federation in 1997 and defeated three opponents in one night -- including eventual UFC title challenger Paul Buentello (Pictures) -- in one night to win a heavyweight tournament. He would later defend the title against Pride Fighting Championships and UFC veteran Heath Herring (Pictures), among others.
He enjoyed his greatest success in the UFC. Tanner won 10 of his first 12 fights with the promotion, losing only to Tito Ortiz (Pictures) and Rich Franklin (Pictures). His UFC run was highlighted by his upset victory over David Terrell (Pictures) at UFC 51 in February 2005, as he stopped the Brazilian jiu-jitsu black belt on strikes to capture the middleweight championship. Tanner relinquished the 185-pound crown in his rematch with Franklin at UFC 53 four months later, as he absorbed a brutal beating after knocking down the popular Ohioan with a right hand in the first round.
Tanner, the first American to win the Pancrase Neo-Blood tournament in Japan, lost four of his last five fights. He made his final appearance inside the Octagon at “The Ultimate Fighter 7” Finale in June, as he dropped a split decision to Kendall Grove (Pictures) in Las Vegas.
Tanner had recently started his own blog in association with SpikeTV.com.
“I've been sitting around this apartment, bored to tears, waiting on the last of the gear I need for the desert adventure to come in the mail. I've really been looking forward to getting out there,” wrote Tanner. “It seems some MMA websites have reported on the story, posting up that I might die out in the desert, or that it might be my greatest opponent yet, etc. Come on guys. This isn't a version of "Into the Wild". I'm not going out into the desert with a pair of shorts and a bowie knife, to try to live off the land. I'm going fully geared up, and I'm planning on having some fun.”
Sunday, September 7, 2008
Then, last night happened. Embarrassing, to say the least. So the question is: What does Chuck do now? He's in a worse position than Rich Franklin (the guy who seems to own the Middleweight division, but has nothing for Anderson Silva). Are we looking at the retirement of Chuck Liddell? Are the flaws in his style now something that a top level fighter can't afford to have? Will he ever protect his frickin chin?
Nate Marquardt looked good last night. I was hoping to see a slick sub from him, but he demonstrated his bad assness by beating up a kickboxing champ. I like him, I want to see him get another crack at Silva.
Anyway, the card last night wasn't too bad. I'm upset that they didn't air the Fight of the Night, but oh well. I can't complain because I didn't pay for the card. I will say, however, that I much prefer watching fights with people who know a little bit about what they're watching. Watching at a bar amongst people who just want to see someone get hurt isn't as fun. Plus I just miss my friends. Oh well.
Thursday, September 4, 2008
Soldier forced to sleep in car after hotel refuses him a room
The Metro Hotel in Woking, which was under fire today
A wounded soldier home from Afghanistan on sick leave was forced to spend the night in his car after a hotel refused him a room.
Corporal Tomos Stringer was told by staff at Metro Hotel, in Woking, that it was company policy not to accept members of the armed forces as guests. The 24-year-old had travelled to the Surrey town to help with funeral preparations for a friend killed in action.
It was so late that Cpl Stringer, who had broken his wrist jumping off an Army truck as it was attacked, had no choice but to bed down in his tiny, two-door car, arm covered in plaster.
Cpl Stringer, of 13 Air Assault Support Regiment, The Royal Logistic Corps, has now returned to Afghanistan, but his mother, Gaynor Stringer, from Criccieth, north Wales, told The Times that she is still furious about the incident.
“I’m very, very angry. It’s discrimination. They would never get away with it if it was against someone of ethnic origin,” she said.
She said they had received neither an apology nor an explanation from the hotel, which is part of a family entertainment centre called The Big Apple and owned by a company called American Amusements.
"In America, they treat soldiers as heroes,” said Mrs Stringer, whose son joined the Army when he was 16 and has done multiple tours of duty in Iraq, Northern Ireland and Afghanistan.
“We went to Disney World with Tomos and the whole family was moved to the front of the lines. Everybody was standing up and clapping and cheering.
“Here, soldiers can’t even get a bed for the night.”
The incident has prompted widespread condemnation from senior members of the Government, MPs, servicemen and their supporters.
Hywel Williams, the MP for Caernarfon, Derek Twigg, the Defence Minister, and Bob Ainsworth, the Armed Forces Minister, have written to the hotel.
Mr Twigg wrote: “Although I do not know the precise circumstances, I think it is deplorable for the management of a hotel to have a policy not to accept military personnel and that this case is especially egregious given that the individual concerned was on injury leave from Afghanistan.”
Mr Williams said: “It is unacceptable and outrageous that anyone is discriminated against in this way. “
But perhaps even more worrying for Metro Hotel are the legions of army men and enthusiasts rising up in the forums of the unofficial British Army website to call for a boycott of the hotel.
Some have suggested booking the hotel in huge numbers only to cancel it at last minute. Others are encouraging their colleagues to post negative comments on websites offering customer reviews of the hotel.
One review site has already received half a dozen such comments.
“As a serving member of the British armed forces, I’m disgusted to see that one of my colleagues was refused a room in Metro Hotel in Surrey...because their policy is to refuse all army personnel,” wrote one.
“Anyone considering using any services of this company should definitely not bother. I'm sure a more patriotic company can be found with far superior services.”
Another wrote of the hotel: “Cons - No beds for our country's heroes.”
Wednesday, September 3, 2008
U.S. hands back a quieter Anbar Province
By Dexter Filkins
Monday, September 1, 2008
RAMADI, Iraq: Two years ago, Anbar Province was the most lethal place for American forces in Iraq. A U.S. marine or soldier died in the province nearly every day, and the provincial capital, Ramadi, was a moonscape of rubble and ruins. Islamic extremists controlled large pieces of territory, with some so ferocious in their views that they did not even allow the baking of bread.
On Monday, U.S. commanders formally returned responsibility for keeping order in Anbar Province, once the heartland of the Sunni insurgency, to the Iraqi Army and police. The ceremony, including a parade on a freshly paved street, capped one of the most significant turnabouts in the country since the war began five and a half years ago.
Over the past two years, the number of insurgent attacks against Iraqis and Americans has dropped by more than 90 percent. Al Qaeda in Mesopotamia has been severely degraded, if not crushed altogether, in large part because many local Sunnis, including former insurgents, have taken up arms against it.
Since February, as the security situation improved, U.S. commanders have cut the number of marines and soldiers operating in the province by 40 percent.
The transfer of authority codified a situation that Iraqi and American officers say has been in effect since April: The Iraqi Army and police operate independently and retain primary responsibility for battling the insurgency and crime in Anbar. The United States, which had long done the bulk of the fighting, has stepped into a backup role, going into the streets only when accompanied by Iraqi forces.
But the dynamic that has brought such calm to Anbar, welcome as it is, seems fragile. Many former insurgents now man the local police forces, or remain on the U.S. payroll as loosely supervised gunmen working for the so-called Sunni Awakening Councils.
But with most of the Sunni population having abstained from voting in 2005, many are now claiming that the present arrangement leaves them unrepresented. Local Sunni leaders have warned that provincial elections must go forward if violence is to be averted.
Still, as the parade marched along Ramadi's Main Street on Monday, the signs were mostly good. The ceremony was a primarily Iraqi affair, with the U.S. marines wearing neither helmets nor body armor, nor carrying guns. The festive scene became an occasion for celebration by Iraqis and Americans, who at several moments wondered aloud in the sweltering heat how things had gone from so grim to so much better, so fast.
"Not in our wildest dreams could we have imagined this," said Mowaffak al-Rubaie, the Iraqi national security adviser, who flew in from Baghdad. "Two or three years ago, had we suggested that the Iraqis could take responsibility, we would have been ridiculed, we would have been laughed at. This was the cradle of the Sunni insurgency."
Indeed it was. Anbar Province became the most intractable region after the toppling of Saddam Hussein in April 2003. More than 1,000 American marines and soldiers have died in the province, a quarter of the total U.S. toll.
Anbar's second city, Falluja, was the scene of the biggest battle of the war, in which nearly 100 Americans died and more than 500 were wounded.
Bordering on three countries, Anbar was also considered the primary transit point for foreigners entering Iraq.
The fighting devastated much of Anbar. Falluja, a city of 250,000, was razed, and large parts of Ramadi, a city of 500,000, were reduced to ruins.
By the summer of 2006, insurgents had tried to kill Anbar's governor, Mamoon Sami al-Rashid, 29 times. They failed with Rashid, but that was an exception. Rashid's immediate predecessor, Raja Nawaf, was kidnapped and murdered. His deputy, Talib al-Dulaimi, was shot and killed. The chairman of the Anbar provincial council was also murdered. Rashid's personal secretary was beheaded and most of his ministers went into hiding.
What finally broke the stalemate, according to former insurgents and local leaders, was a local revolt against Al Qaeda in Mesopotamia, the radical insurgent group believed to be led primarily by foreigners. As the group began to expand its goals beyond killing Americans to include sectarian assassinations and imposing a fundamentalist Islam, local tribal leaders struck back and reached out for help to U.S. forces. The "Sunni Awakening" was born, and it soon spread across the Sunni areas of Iraq.
Saadi al-Faraji used to be a gunman for a local group called the Islamic Movement of Holy Warriors, which focused mainly on attacking Americans. Then, in 2006, Al Qaeda in Mesopotamia tried to take over his group and force them to kill Iraqis who worked for the government, including police officers.
"Qaeda declared that we were apostates, and they demanded our heads, because we would not kill Iraqi soldiers or Iraqi police," Faraji said.
The Islamic Movement of Holy Warriors began attacking Qaeda fighters at about the same time that a local Sunni sheik named Abdul Sattar abu Risha struck a deal with the Americans and formed the first Awakening Council. The Islamic Movement formed its own Awakening Council, and today, Faraji is a colonel in the Iraqi police.
As for his view on Americans, Faraji said they had evolved.
"They made mistakes, and so did we," he said. "The past is past."
See the original article here.
Tuesday, September 2, 2008
Couture Back in UFC Fold
Tuesday, September 02, 2008
Six-time UFC champion Randy Couture (Pictures) will return to the Octagon this November, ending an 11-month legal battle with the promotion he’s called his home for the last 11 years.
As part of a new three-fight contract with Zuffa LLC, parent company to the UFC, Couture (16-8) will face Brock Lesnar (Pictures) (2-1) at UFC 91 on Nov. 15 at the MGM Grand Arena in Las Vegas. The bout will be waged over five rounds for Couture’s heavyweight championship title.
“As you all know, we’ve had problems with Randy over the last few months, but we’ve got them all worked out now. Randy has always been our heavyweight champion,” said UFC President Dana White.
A previously announced bout between UFC interim heavyweight champion Antonio Rodrigo Nogueira (Pictures) and Frank Mir (Pictures) scheduled for December will determine the next contender for the UFC heavyweight crown, said White. White described the scenario as a “heavyweight tournament.”
Under the new agreement, the UFC will also attempt to lock down a bout between Couture and No. 1 ranked heavyweight Fedor Emelianenko (Pictures) in 2009. The highly anticipated bout has been heralded as the fight of the decade.
We’re gonna do everything we can to make that fight happen,” said White. "Emelianenko’s under another contract right now to another promotion and if he becomes available or something works out with that other promotion -- obviously everybody knows how crazy we are about protecting our contracts. Well, we would never do that to somebody else."
It is believed Emelianenko recently signed an exclusive U.S. contract with the rival promotion Affliction Entertainment. It is not known how many fights Emelianenko has committed to. White said he would not be open to a co-promotion effort with the rival organization.
“I think a lot of compromises were made on both sides,” said Couture, “but we’re both ready to try and move forward. We’ve cleared the air and we’re both in different places than we were a year ago. Spending the last year in legal fights is not some place that I've had a very good time.”
Couture’s abrupt departure from the UFC last October dealt a significant blow to the world’s most visible MMA promotion. Zuffa’s inability to land Pride heavyweight champion Emelianenko played a prominent role in the Couture’s decision to walk away, as did the fighter’s discontent with his pay and treatment by the Las Vegas-based company.
With his resignation, Couture left behind two contracted bouts, his UFC heavyweight crown, and a separate employment contract for on-air commentary services.
The 45-year-old Couture’s return to the UFC signals the end of arbitration proceedings over the fighter’s promotional contract that were underway in Las Vegas. A separate lawsuit filed last January against Couture for breach of his employment contract has also been squashed.
Couture called his return to the UFC “a step in the right direction” to getting a bout with Emelianenko down the line.
A three-time All-American wrestler at Oklahoma State University, Couture won four national championships in Greco-Roman wrestling and made four attempts at qualifying for the Olympics. He made his MMA debut at UFC 13 on May 13, 1997, where, at age 33, he won its heavyweight tournament.
Over the course of the next decade, Couture emerged as one of the most decorated mixed martial artists in history. The UFC’s only six-time champion, he captured the heavyweight belt three times, the light heavyweight title twice, and an interim light heavyweight title as well. Couture was the first fighter to win UFC championships in two weight classes.
His run through the promotion included a memorable trilogy with light heavyweight rival Chuck Liddell (Pictures), the only opponent to beat Couture twice. Following his third bout with Liddell in February 2006, Couture announced his first retirement. Couture returned in March 2007 to topple 6-foot-8 giant Tim Sylvia (Pictures) for the UFC heavyweight crown.
Couture has not stepped back into the Octagon since his third-round pummeling of Gabriel Gonzaga (Pictures) at UFC 74 in August 2007.
"I'm certainly under time constraints too. I'm 45. I can't sit around in court rooms for very long. I want to fight."
See the original article at Sherdog.com by clicking here!
Monday, September 1, 2008
So I'm sitting in a windowless building here on base at Keesler, and so far I'm pretty unimpressed. I know, I sound like I don't know what I'm talking about with regard to hurricanes, but there's a good reason for that: I don't. Right now I'm just bored and have nothing better to talk about. Fortunately, a friend of mine here has wireless Internet access and I can do things like pollute the web with my uneducated thoughts on thunderstorms with names. Heh.
Anyway, I thought I'd make some sort of record of the fact that I've lived through a hurricane. If I post nothing further on the matter, then you know it was no big deal.. either that or it killed me, heh. Bye now.
Sources: Couture vs. Emelianenko targeted for early 2009
by MMAjunkie.com Staff on Aug 30, 2008 at 5:30 pm ET
The long-rumored heavyweight superfight between UFC champion Randy Couture (16-8 MMA, 8-5 UFC) and WAMMA champion Fedor Emelianenko (28-1 MMA, 0-0 UFC) is currently being discussed for an as-yet-unspecified date in January or February of 2009.
Sources inside Couture's Xtreme Couture camp today informed MMAjunkie.com (www.mmajunkie.com) of the ongoing negotiations between the UFC and both fighters.
The fight is far from a done deal. Many of the same issues that prevented Emelianenko from signing with the UFC during previous negotiations must still be ironed out. But it appears that the UFC and representatives for both Couture and Emelianenko are working toward bringing the two legends together for a long-awaited bout.
Additionally, the same sources are reporting that Couture is currently "actively training for a fight."
Couture has remained in shape throughout his self-imposed 12-month layoff, but his workouts are now reportedly being geared toward an apparent upcoming bout.
Adding to previous speculation that Couture's return may be on Nov. 15 at UFC 91 against Brock Lesnar, Xtreme Couture is also reportedly making travel arrangements to bring in several "larger heavyweights" as sparring partners for Couture.
Sources indicate the Emelianenko bout is contingent upon Couture defeating Lesnar in November.
MMA Rated first reported the possibility of Emelianenko as Couture's second opponent after Lesnar. That report also stated that the UFC hopes to make an announcement regarding a new contract with Couture as early as Tuesday.
See the original post on MMAJunkie by clicking here!