music In September 1959, a Converber B-58 Hustler aircraft 22 made three low-altitude penetration flights from cars' well-air force base Fort Worth. All were made at over 700 miles an hour and at 500 feet or less above the terrain. During these flights, performance of the aircraft was better than predicted and fully reliable. The crew reported environmental conditions favoring maximum efficiency and comfort. Aerodynamically, its Delta wing configuration proved the B-58 to have particular, even unique adaptability for high-speed low-level operations. On these flights, the structure of the B-58 endured a wide variety of temperature and wind conditions over differing terrain. For a more intimate picture of these plus factors in the B-58, let's follow flight number three, the longest of the series, which took place on September 18th. This flight went from cars well to Redwood's Air Force Base, California, then to a point over the mountains near Vandenberg Air Force Base, where the airplane started back across the San Joaquin Valley. This portion of the flight was made entirely at low altitude and abouted to two hours a lapsed time. Shortly after taking up its west to late course, the airplane reached its assigned speed of 610 knots, or better than 700 miles per hour, for the 1217 nautical miles of the outward leg. The main objectives of the flight were two-fold. First, to evaluate the ability of a crew to fly for long distances at low altitude and high speed. Second, to obtain data for verification of predictions on performance, especially as to range and speed. Fully briefed as to the test plane's course and time of arrival, Conveyor camera crews were placed at selected positions on a west Texas lake. The total result was 10 seconds of film or a couple of blanks of the human eye. Further out in the mountains of west Texas, still another Conveyor camera crew awaited. On its approach at Mach.92, the B-50H could not be heard. Obviously, this keeping pace with its own sound could prove a factor in escaping enemy observation at low level. As we have just heard, the sound of the B-58 is intense during the moment of its passing directly overhead. Strangely enough though, observers at no more than two miles off its flight path reported its characteristic push as barely discernible. Over south central New Mexico, the pilot descended to 200 feet to seek out areas of lush vegetation in order to check bulk accretion on the windshield. The few buggy impacts were found to have a negligible effect on the pilot's vision. This can be attributed to the highly swept configuration of the windshield. Low flying aircraft normally experienced considerable atmospheric turbulence over rough arid terrain in warm weather. Aircraft 22 was no exception, with just such conditions encountered frequently along its westward path. However, several factors combined to provide an incredibly smooth ride despite these atmospheric disturbances. The most important of these was the small response of the aircraft to gusts owing to its low aspect ratio delta wing. A secondary reason was the B-58 structural arrangement and rigidity providing good damping of the airframe. Navigation was accomplished by pilotage using dead reckoning and visual checkpoints. Several important features have been built into the B-58 to provide ease of maneuverability and increased flight safety over current operational bombers, for instance the powered flight control system, which gives effortless pilot control and smooth positive response immediately. Next, the automatic G limiting provision within the system are ensuring that maneuvers are kept within tolerable limits, attacked that is also reassuring to the crew. The track and distance of the flight were planned to simulate the varying terrain and targets of an actual low level penetration against an enemy. Thus on this third flight we have already seen aircraft 22 coursing swift and low across our southwestern plains. Next, the mountains of California forming a screen to be skillfully used by the B-58 crew against enemy detection. Now target dead ahead, actually at woulds air force base but potentially a hostile military installation. The payload for this type of mission are disposable bomb pods slung beneath the B-58 slender fuselage. Next, the secondary target, bend and burge air force base but worsening weather over the coastal area cancels that out so the B-58 still hugging the ground makes it escape. On a mission of this type both targets had been chosen by the way to avoid heavily populated areas. Once clear in a way the airplane goes to altitude a normal maneuver for maximum range. The return leg at the crew's altitude was routine and uneventful. Here the crew was able to compare notes on their mission and incidentally on themselves. Their reaction to the low altitude flight was unanimous. Contrary to some opinion it had been an easy task accomplished without physical or psychological hindrances. No neurotic depression, no loss of sense of reality, no tunneling of vision or excessive fatigue. In fact, it was a flight that could be done by any B-58 crew without special training or preparation. The flight was completed in a few days, and the flight was completed in a few days. The flight was completed in a few days, and the flight was completed in a few days. Arrival back at Carzwell marked the completion of a round trip of 2269 nautical miles which was flown in four hours and three minutes. The importance of adding the low level penetration to this nation's defense arsenal at no loss in high altitude supersonic capability cannot be overemphasized. The B-58 can sneak under the enemy's radar net, fly at a speed making visual or audible detection extremely difficult and deliver its payload on target. For low level missions of this type an airplane must have the aerodynamic design, the structural integrity, a safe and comfortable crew environment, maneuverability, and above all speed such an airplane is the B-58.