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B-52H/D-21B 

OPJI:;RATIONAL LHdTS .AND CEj\..t~A.CTE.IUSTICS 

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5P-1236 

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~-4. CALIFORNIA COMPANY 

A DIVISION OF L 0 C K H E E D AIRCRAFT CORPORATION 

TABLE OF CONTEN'T'S 

FIGURE INDEX 

1. SUM1VlARY 1 

II. INTRODUC TION 3 

III. DESCRIPT:lON OF THE SYSTEI\l 4 

IV. B-52H/D-21B OPERATING LL'vllTATIONS 9 

v. B-52H/D-21B FLIGHT C:f-IARACTERISTICS 15 

VI. EFFECTS ON B-521I PERFORl'-AAj'\fCE 18 

VII. NOR.r,;IAL LA UNC II OF D -21 B 22 

VIII. EI'v'iERGENCY JETTISON OF D-21B 31 

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DIVISION o F L 0 C K H E E 0 AiRCRAFT 

Figure 

No. 

1 

2 

3 

4 

5 

6 

7 

Sa, b 

9 

10 

FIG U2JE INDEX 

Title 

III. DESCRIPTION OF T;1£ SYSTE.iVi. 

'1'11ree- View Drawing of B-52 -21 I, 

Inboard Profile of D-21D 

B-52H Limit Speeds-- Calibrated Airspeed 

B-52 Lim.it Speeds-l'Aach I'Jurnber 

B-52H Lim.it Load Factors 

1:1-521:[ Center-ai-Gravity Lirnits 

VII. NO:lr/;AL LAUNCH OF D-21:3 

:;3-521-1 Response to D-215 Launch 

B-52H Tirne History during D~21D Launch 

D-2IB Trajectory Relative to 2:3.- 52 

D-21 B 13008 t Trajectory 

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8 

11 

12 

13 

14 

26 

27,28 

29 

30 
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DIVISION () F () C K H E E D AIRCRAFT CORPORATION 

The ~~-52H airplane's denlOnstraLed capabilitie:3 enable it to 

carry and launch the D-2U:; drones, with acceptable reductions to its 

performance and handling quali:ies. 

"),'0 insere s tructural in,--e,~rity of Lhe :D-21.';; I s and their atLachIlJents, rnore re,;trictive f1i~ht limits are iH1poc,ed on the~j-52}I while 

carrying one or two ::)-21 L' 3, as follows: 

1. The calibrated airspeed, ::AS, is lirnited to 250-265 

knots, a function of al~ii.ude, and the true "Vach nunl.ber 

to 0,8, See ,dgure 3, 

Z. The :':i.Janeuver Load factors are lim.ited to the range 

+1. 6 to +0.5 "gil at all gross weights. 

3. The aft center-of-~4ravity limit is moved fOr\'\!ard. 

See Figure 6. 

The following estimated characleriE3l1c[: are basF'd on extensive 

wind tunnel and analytical work on the D-2L~ drone, a brief f:,-52 

flight simulator study of the launch and Loeing flight experience with 

the AG1-,:f_28 Hound Dog and dU1Jcmy Skybolt n-,issiles: 

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1. The B-52H's take-off perforrnance will not be significantly affected with one and possibly even two D-21B's. 

2. Climb speed reduction and added drag while carrying 

drones will increase the tiIne to clirnb by as nmch as 

23% '\!'lith two drones or 19% vvith one drone and,two 

pylons, cOlnpared to the clean configuration. at rnax. 

flight v/eight. The penalties are sn-taller at 10vler weights. 

Cruise range of the clean B-52H is reduced by 17% with 

two dr one s. 10'Yo with one dT one and two py 10n sand 3% 

with two pylons, at the same fuel loading. Vrith all 

effects included, the unrefueled range with two D-21E IS. 

no launch, is reduced £1"011'1 a typiccJ.l 7640 n. rniles to 

4220 n. rr.iles. 

3. There will be only small degradations in the B-52 H' s 

handling qualities with the D-21B's, largely due to nie 

asyrnlYletry when flying with one drone. 

L!,. Launch of the D-21B will result in acceptable transient 

:responses of the E-52 

5. The D-21B's and/or their rocket boosters can be jettisoned 

throughout the m,ated flight envelope. 

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II. INT:::<.ODUC TION 

This report is intended to ia:,:niliarize flight test personnel 

with the esthnated characteristics of the 13 -52 H/D -2ID syotem. It 

also documents and discus ses all flight limitations irnposed on the 

B-521-1 due to carrying the drones. 

The estirnated characteristics inclllde effects of the D-21E's 

on the B-52H's flying qualities and performance and its response to 

launch of the drones, The D-2 E:','s cO!Dplete launch and boosted flight 

trajectories are presented. Characteristics of en'lergency jettison of 

the drone and/or its rocket booster are discussed. 

Extensive wind tunnel and analytical work has been devoted 

to the design and development of the D-21B. including wi.nd tunnel 

tests l"nated to and separating horn the 13-52. Because the 13-52 has 

den'lons trated exc ellent capabilities as a carrier and launcher aircraft, 

no wind tunnel and only lirnited analytical work has been extended to 

the 13-52H with pylons and drones. Rather, 3-52 experience with 

sin'1.ilar stores has been reviewed to establish its suitability to carry 

and launch the D-21.B. In particular. Boeing's Hight experience with 

the AGlvl~28 :::-Iound Dog and durnmy Skybolt ynissiles was utilized to 

estimate effects of the D-21B on the B-52H. A brief flight sirnula.tor 

study of the !.:?-52!s response to launch of the D-2E3 was conducted. 

and the results are presented. 

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DIVISION o F LOCKHEED AIRCRAFT CORPORA.TION 

III. DESCRIPTION OF THE SYS'PElvl -

The B-52II/D-21B system serves as a carder and launch 

platform for the D-21B drone. The range cajJabiHty of the :iJ-SZH 

allows global mission coverage while operating out of one base . 

.configuration 

The :::,- T:r/D-21D system ntilizcs the ~~·_521 s two 25,000 

pound hardspots located on the wings between the inboard nacelles 

and the fuselage at wing station 2Ig, Specially defJigned pylons carry 

the D-21B, silnilar to the AG]'~-28 :ound Dog and Skybolt misdles, 

X-IS and IU\SA's liftin.g body installations. 

The installation of two D-21['.'s on the f}-52 j is shown in Figure L The drones are carried in a nor1'nal flight attitude. The vertical 

tail has ll.linilnurn vertical clearance with the aft lower surface of the 

1:'-52E wing. It iE:, carried far erlOugh forward to allow normal operation 

of the 7.3-52.':1 wing f1aps, \vith no flap cut-ou;s. (::;round clearance is 

rnini1YLUn:1, requiring the ventral .fin on the D -2lJ'..l' s boos tel' rocket to 

fold to one side. Special care rnust Lherefore he :,aken in ground operation, 

take-off and landing. A landing can be made with the folding rocket fin 

in the down position. The fin will be torn off and all significant damage 

should be confined to the fin a.nd its attachnl.ent structure. 

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~ylon Attachnlent 

The inboard profile. Figure 2, shows in. more detail the D-ZIB 

and pylon. The drone is attached to the pylon by three explosive bolts; 

two forvvanl 0 n a yoke straddling the fuselage ana one aft on the fuselage 

top c enter line. 

Urnbilical connections oetvleen the pylon and the D-2113 carry 

cornmand. control, D-21£; systern evaluation infonnation, pOWe1" and 

air conditioning air 'bet,y"een the P- 52 IX and the drone. Duringmated 

flight and until mornents before launch the systel1:1s within the D-2113 

are rnonitored and checked in order to assure the highest probability 

of 1'11i6Sion success, The two Launch Control Officers (LCO), one 

for each D-21:P" are responsible for the operation of the D-21B terns 

through IT:ated flight, launch, boost, and into cruise where the D-21B 

vvill eventually exceed COHllf:.and range. 

The following "\;veight e8 are incurred in converting a 

B-52f-I to the F-S21-UD-2lB systenl • Tllese nun;bers are subject to 

e and not intended for det2iJ.ed v(eight ;::~nd balance calculations. 

net change in B-52I-1 weight for equipment added 

and de1eted and installation of ('NO pylons: + 5078 Ibs. 

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weight of each D-21B and hooster +24.410 pounds 

total weieht added ~, 

+53,898 pounds 

location of each D -21 B ~"veight addition 

is at ( -) 5. 5 '/0 MAC and 

218 II off centerline 

of the D -S:2H 

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( 

Fi:;ure 2. Inboard Profile of D-2L1 

(fa 2,e Provided) 

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IV. E-52H/D-21B OPERATING LIMITATIONS 

The carrying of one or two D-21 E' s requires additional lirnits 

on the airspeed, n:aneuver load factors and aft center-or-gravity of the 

D-52F, compared to the clean configuration. With the D-21D pylons 

only, the B-52E flight limits are una.ffected. 

Lin.~it Airs ed 

E-52E lin~it airspeeds in tern1S of calibrZl.ted airspeed (CAS) 

are presented in Figure 3. Calibrated airspeed closely approxirnates 

indicated airspeed (IAS), since they diffe:t only by the instrument and 

position errors. The limit speeds in terms of true Mitch number are 

shown in Figure 4, 

FiguTe 3 shows that the F-52E with one or tVIO D-21D f s is linl.ited 

to a CAS of 250~265 knots and a true Mach number of 0.8. These are 

structurallin~its, primarily for the attachn:ent of the D-21E ' s to their 

pylons. This CAS lincH is consicicl'abIy belmv the Ilbest clirllb speed 'l 

of the clean c adon (310 KLAS at MRT and 295 K1AS at NR T). 

This has a sii:~nificant effect on the cHn::b perforrn;:::.nce. as discuss 

in Section VI of this report. 

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The norninal launch t'/lach nwnber is seen to be on the O. 8 lirnit. 

There are adequate safety n::.argins, however, for a normal .lvlach nuxnber 

tolerance. 

yJ.aneuvering Load )?actors 

The n.aneuvering load factor limits of the :C ~52l~1 are pres ented 

in F'i~ure 5. The reduced lindts of +1. 6 and +0,5 "g'l with one or two 

.D-21B1 s are due to structural attachmencs of the drones, 

Center - of -G 1'a vi ty 

Center-of-gravity limits are presented in Figure 6. 'With one 

Or two D-2l:B I s the forward limit is unchanged, but the aft limit is 

movEd significantly forward.l."his is necessary so that the :D-52Els 

aft limit of 35 MAC is not exceeded when the drones are dropped. 

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V. B-52:H/D-21.B FLIGHT CHARACTERISTICS 

The dernonstrated perforrn;:;"flce, stability and control car,abilities 

of the B-52H are sufficient to provide 8::~tisfactory operation viith D-21E's 

added. Since the E-52' shave sh.OVln satisfactory characteristics with 

similar stores such as X-IS, I-iound Dog ;:md Skybolt, no detailed perI 

formance, stability and control analysis were Dlade. The following 

observations are based on rough esth-nates and a review of .Boeing! s 

flight experience with the Eound Dog and Skybolt mis siles 0 

Airspeed Calibration 

The airspeed, altitude and l\1a.ch nUlnber position errors "vill 

be affected by ~carrying D-21B's on either side, since the ;:drilow over 

the static ports will be affected by the drones. The additional position 

error for one D-21 B ITlay be as much as the error for the clean 2.i.rplane, 

and the increment rnay be doubled for two D-2ID' s • 

Longitudin;:d St2.bility and Control 

It is expected that the addition of the D-21:C IS 'Vlill move the 

B-52E1 s neutral stability point £onvard in terms of % IvLl1..C. The aft 

center-ai-gravity liulits v/ith drones aTe also rnoved forw2_rd, hoy/ever 

(.F'igurc 6), rnore than the estirnated forv.-ard rnovernent of the neutral 

s t<.tbility point. Therefore. the longitudinal flying qualities in terms of 

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I1speed stability" (stick force vs. speed) and "rnaneuvering stability" 

(stick force VB. load factor) ",;ill not be appreciably affected at perrn1s sable center - of -gra vity locations. 

For trhn, the AG<M-Z8 missiles require a s11-c2.11 nose-dO'vvn 

stabilizer increnlent. Additional nose-down trirn can be expected to 

be required for the D-211"s, but well vdthin the E~-52E's trim capability. 

For take-off, the stabilizer trim settings deternlined for the clean <.drplane horn the Flight Fandbook can be used. The tri:ni shift due to the 

drone (s) can be cODl<pensated by elevator control or nlanua 1 tri:i1n~ing 

a.s required. Flight expe:derlce lTlay derive an increnlent of stabilizer 

trim for take-off with one and tyv'O D-21E's, 

Lateral-Directional St~bility and Control 

Based on the AG?vL-28 and Skybolt flight tests, the lateraldirectional effects of carrying one D-Zli' can be easily cornpensated 

by spoiler and rudder cte£lecLions. To n:inirnize these control deflections 

with one D-21b it is recornrnended that [or tetke-o{f, landing and fer best 

long range cruise, later3.1 trine. be accornpIished by asyrnrnetrical fuel 

loading and directional trirn by asyrnrnetrical thrust. The unbalanced 

drag of one D-21B at 150 knots lA.S is approxin:ately 500 pounds. ;::Ience 

it can be balanced by about 250 pounds thrust on an inboard engine or 

150 pounds on an outboard engine. Asyrnmetrical fuel loading and thrust 

are optional for launch while carrying one D-21E. 

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Lateral-directional trirn with one D-21B will not be a problem 

during normal operations. With an inoperative outboard engine and/ or 

lateral or directional control maJiunction, however. Ininhnum airspeeds 

must be approached with caution. 

The mated drones cause a loss of local lift on the E.-52 wing, 

and this reduces the damping in roll. Roll rates can theref01'e be 

expected to be increased by200/0 or more, based on AGM-28 experience. 

Also based on AGM-28 missile tests, the Dutch Roll stability 

of the B-52H with D .. 21B' s will be degraded. The time to damp Dutch 

Roll oscillations to half amplitude was increased 4 to 5 seconds with 

AGM-28's. Sinli.lar or greater time increments can be expected with 

D-21B's. 

Buffet 

The effect of the D-21B's on buffet characteristics can only be 

determined by flight tesL However, the reduced lirnit Mach number 

of 0.8 with drones should prevent a high-speed buffet problem. The 

low-speed buifet rnarginswere not significantly affected by the AGM-28 

missiles and should not be by the D·2lJ3's. 

Aerial Refuelins 

Aerial refueling with one AGM-28 was accomplished without 

difficulty. 

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A DIVISION o F L 0 C K H E E D AIRCRAFT CORPORATION 

VI. EFFECTS ON B-52E PERFOR!v1Ar'~CE 

One or tvv'O D-21E t G significantly affect the E*52E's climb and 

cruise perfornlance, partly because the clinlb speed rllust be reduced. 

This airpL:.nefs great perforrnance capability, hO'Never, still perrnits 

irnpressive operations with the drones. EstiTn.ated perfornlance effects 

are presented here to give an initial appreciation of their rnagnitude. 

Take-off 

At take-off airspeeds the drag of one D-2IB and two pylons is 

low (750 pounds at 150 knots LAS). and it is expec ted that the Flight 

Handbook take-off perfor;:llance of the clean airplane can be achieved. 

'';''"his was the experience vlith two AGM-28 rnissiJes. POl" tv.ke-off with 

two D-;~lB!fl, flight test experience rnay establish. a sl"llall increase in 

EPR settin.g to 2.chieve cOP-lparable perrornlance to the clean airplane. 

Clhnb 

With one or two D-21B t s, the j~'-52l:'s rate of clilnb is reduced 

both by drone drag and the reduced Hm.it airspeed of 250-265 knots CAS. 

The best clin:.b speeds of the clean configuration are 310 knots IP .. S at 

MRT and 295 knots LAS at NR T. Above ap!)Toximately 34, 000 feet the 

B-SZI:r with drones can clhnb at the clean airplane's best cliInb t.;Iach 

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nUIy~be:r: of 0.76. With pylons only, the best cliE'lb speeds can be maintained at all altitudes. 

The estirnated effects on clirnb perforrnance are sUlnrnarized 

belo"v. The tabulated D1.unbers ere percent loss in rate of clirnb, compared to the clean coniiguration at best climb speed, 8 engines, fvlRT 

or NH T om the Flight Handbook. The sarne percentages ap)ly as 

increases in chne, distance and fuel to cliInD, cornparecl to the clean 

configuration: 

Climb s.l)ced 250-265 knots, CAS (S. L. to approxLnately 34, 000 feet): 

Initial C lir.:1 b vVt. J 1000 Ibs: 160 2·10 320 ~wo 480 

With 2 D-21D, % 12 14 15 19 23 

With 1 D-21 P, 2 pylons. {;:to 9 10 13 15 19 

I 

With 2 pylons, '/0 ~~.; 1.5 1.5 1,5 2 2 

::~at best clirnb speed, clean configuration 

Best climb Mach number O. 76 (above approxin:2tely 34,000 feet)..:... 

~ . ~. 1 Inll.la_ C;ilnb Vit. , 1000 Ibs: 160 240 320 400 o 

V/ith 2 r)-21T_?·, % 18 21 23 26 

With 1 D-21I~ , 2 pylons, ,;I 

,0 11 13 11 15 

With 2 pylons, (10 3. 5 ,4 -4. ~ 5 5 7. 5 

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The estimated percent loss of cruise range at the same fuel 

loading, compared to the clean airplane, is as follows: 

With 2 D~21B, % 17 

With 1 D ... 21B, 2 Pylons, % 10 

With 2 pylons, % 3 

An example mission for the clean B-52H and with two D-21B 's, 

no launch, is presented on the following page. 

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EX.liJ/IPLE RAl"TGE .\J:ISSION. i;-52 I 

H,eference: Flight :trandbook, T. O. 1-1 

WITH 2 D-lIB 

Operating wt. 

2 D-21.B!s 

Zero fuel wt. 

Fuel 

]'/a;c flight wt. 

,;":' C Ii rnb ;:2 J'/!,:1 T : f u e 1 

disC. 

Initial cruise wt. 

End cruise wt. 

l'uise . 76A'; 

198,692 

198,692 

289,3013 

488, 000 

11,300 

476, 700 

228,623 

IICruise Ceil. II: fuel 248,077 

dis t. 

Descent: fuel 

dis t. 

1,000 

Landing wt. 227,623 

erve fuel (l O~~\ initial) 28, 931 

Zero fuel vvt. 198,692 

TOLal Distance, n. n.i. 

90 n. rni. 

7500 

50 

7(,40 

-

* includes ballast fuel to keel) c .. wHilin ILnil;', 

,;<,;, penal\;y for 2 D-21:3 1 8 ::::: 23;:) compared to clean 

:'10 

198,692 

53,898 

'i<25Z, 590 

235,410 

488,000 

13,900 

474,100 

202,521 

191,579 

1,000 

281,521 

28,931 

252,590 

~:<~):,:< penalty faT 2 D-21B IS :;: 17'/'r., cornpared to clean, exclusive of 

reduced cruise fuel 

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4060 

50 

4220 

= 

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DIVISION o F L 0 C K H E E D AIRCRAf-r CORPORATION 

VII. NO~Ui~AL Ll\ UNCH OF D-213 

The ]\/,:ach nurnber and altitude for normal launch of the D-21 B 

drones have been selected as 0.8 l'v'ach and 40,000 feet, from level 

flight of the b-52 This IvLach nu:.-nber and altitude provides a high 

starting point for the drones' boost trajectory and is well within the 

envelope of satisfactol"y flight characteristics of the B-52II with rnated 

D-2lJYs. 

The background of wind tunnel and flight sLnulator tests, the 

D-52E's respont:le to launch and the D-21B' s launch and boost trajectories 

are described in the following paragraphs. 

Wind Tunnel and Flight Simulator Tests 

fo substantiate satisfactory separation characteristics, the 

air load~ were measured on a model of the D-2 L'.:'- drone while Elated 

to and separating from a 3-52 rr~odel in the wind tunnel at the launch 

lvjach nurnber of O. Ei. These loads were then used in a digital com.puter 

program to analyze separation and boosted flight trajectories. 

Since the :B-52 has demonstrated satisfactory launch of a variety 

of vehicles, including the X-IS airplane, the air loads on the B- 52 

model Were not measured in the D-21B rr.ated and separation wind tunnel 

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tests. The response of the D-52 to the center-ai-gravity shift and 

weight los s during launch of the D-2 LB has been studied, however J 

in a B-52 flight sb-nulat or. 

The flight sL"nulator tes ts were condl~cted by a qualified B- 52 

pilot in the Boeing sinlUlator at 'Xichita. The results in terrns of 

maxirnurn values of the F-52 t s response are presented in Figure 7. 

Cases 5 and 6 of Figure 7 are for the sinlUltaneous launch of two 

D-ZIB1s, and are not operational conditions. ~~"or one typical case, 

Case 4, tiTne histories of the E -52 t s load factor and control colunm 

position are presented 1n Figure 8a. The roll angle and wheel position 

are shown in Figure 8b. It is seen that the load factor of the B-SZ can 

go through a significant excursion. It should be noted tbat all of the 

load factor excursions in Figure 7 are well within the structural 

capabilities. designed by gusts, of the basic 3-52T-I and J:j-52H/D-21B 

systell1S. 

It is evident from. Figure 8a that the pilot rnoved the control 

colurrm forwTlrd to counteract tbe initial nose-up response and then 

rnade relatively s;::oall corrections as the B-52 darnped out, This general procedure is recom.mended for the actual launches. Too rapid 

control :novelnellt can easily get llout-of-phase" with the B-52's response 

in pitch and roll. 

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The dlot wh.o :tIlade the simulaLor flights felt that the responses 

were ::,atLfac wry, and that no ;Ipre -trinln1ing II of the ::::;-52 was neces sary. 

~ ~:,_ l.aunch and Boost '~'rajectorie.s 

r11e drone's launch and initial boosted flight trajectory is presented in YigLtre 9. The trajectory has been derived from the digital 

con1puter prograiu i-nentionecl above. It is seen that the D-21B drops 

straight down relative to the 2-52, the booster ignites at 5 seconds 

after launch, and the drone's autopilot starts a pull-up 10 seconds after 

launch. The drone will pass through the launch al~itude about 7000 feet 

ahead of the F-52 if the latter continues on the launch heading. 

1'0 get out £ron1. under the D-21D's straight ahead flight path, 

it is recommended that the D-52 turn after launch and move one or 

two Tl'1iles to the side of the drone's tl·ack. Launch course should then 

be rcsu!ned to Liinhnize telemetry range to (:le D -21::'=,. The turn should 

not be initiated until the LeO has obs ervcd too13ter ignition in his periscope •. to inuul'e coverage for the ca:lleraD OD. ILe 2~-52. 

:Figure 10 pre:;;enLs the D-2 E:)' s cOJ.\:'plet'~ ::,oosted flight trajectory 

and initial cruise. This trajectory is relative to earth, therefore 3-52 

locations are also spotted. For nor:nal boo:3tcr jettison fron-:. the drone, 

it is seen that the booster case wUl fall approxirnately 17 n,iles ahead 

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It is recomrnended tlJat the I)-52 continue on course, after the 

turn out to the side, until the drone is out of telelnetry range. If a 

destruct signal is sent to the drone, the ---52 should reverse course 

to avoid falling debri". 

Tolerances on ~~'li&ht.Condhions at Launch 

}"light safety is not sensHive to launch flight ccmditions. but 

the D-21J3 l s boosted flight periorrnanee will be affected by variaLions 

in launch jV~ach nurnber and altitude. The target launch conditions 

rnust therefore be established with reasonable care. 

{'he launch conditions are: 

Target (tnle) Tolerance 

h,I:::: 0.80 + .02 

h ::::: 40, 000 Ft. + 5 00 i<~t. 

Load Factor ::::: 1.0 + . 1 

The procedure recornr.clendcd in the~;'Hght:::'andbook for holding 1,rach 

nu.rllber accurately should be followed. This is to calculate and fly the 

corresponding indicated drspeed (I~~.s). 

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PILOT 

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I -- -=f I --:=-=F! ====--r--- \ 11.2 I 2 l 

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All cases: B-52H Wt. :::: 270, 000 Ibs., D-21B Wt. :::: 24, 000 Ibs. (each) 

Ivlach No. :: 0.8, Altitude:: 40, 000 it. 

,;,,;< Not an operZl_tional condition. 

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VIIl. E1VtEHGENCY JET';"'ISON OF D-21B 

The D-21B/n-52H s,rstern has been desir,necl to allow ernercrency I ~ 0 

jettison of a complete D-21B, a rocket booster only, or 21- drone without 

booste:c. As for the nonnal launch, separation trajectories have been 

analyzed in an IB}A cornputer program, using '\vind tunnel-nieasured air 

loads on the drone. Tbe characteristics of jettison in each drone configuration aloe discussed in the following paragraphs. 

Jettison of D-21B with. Boooter 

The drones with booster can be jettisoned, one at a time, th:r.oughout the :Tlated flight envelope from. level flight wich s up. When jettison 

is comxnanded, the D-21B' s elc~vons are ;:~utornatic.:llly 1'110ved to 10 degrees 

trailing edge down using stored energy independent of the drone's basic 

hydraulic systern. This elevoi'; positiouing assures posiLive an'd rapid 

separation. 

Best jettisons are achieved c:'_t low indicated airspeeds and low 

B-52 weights where aerodynan . .ic forces ;:"ulcl r:nm}]ents on the drone are 

slnalI. B52/D-21.B center-of-t.;ravity Hrnits must Lo observed so that 

an eTne:rgency jettison does not leave tLe B-52J~ wiLh an unsatisfactory 

center-or-gravity location. 

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