Flying Dutchman of British Columbia: The Bomber 075 Enigma
HTML-код
- Опубликовано: 6 май 2022
- On a cold, cloudy night over British Columbia in 1950, the crew of a massive B-36 bomber are forced to bail out over forbidding terrain after three of the six engines catch fire. Several of the men are lost, but the aircraft itself is found years later, over 300 km away, a discovery that has left an enduring mystery.
Thanks to Flight Sim Historical Society for the simulator footage to bring this story to life.
/ @flightsimulatorhistor...
==========================
Timeline
00:30 Background
01:56 The Incident
05:25 Analysis
08:36 Was Bomber 075 Carrying a Nuclear Core?
09:15 What Happened to Capt Schreier?
10:53 How did Bomber 075 Fly 350 km After the Crew Bailed Out?
13:30 Conclusions and Takeaways
==========================
Aviation Horrors is about remarkable accidents, incidents, mishaps and mysteries in the world of aviation. My goal is to present & analyze these accounts in a concise, factual manner that is both interesting and respectful.
==========================
Sources
Lost Nuke by Dirk Septer provides extensive research and examines a wide variety of ideas and theories about the disappearance.
smile.amazon.com/dp/B00HUCQA5...
John Clearwater’s Broken Arrow is my favorite resource on this topic, as he focuses more narrowly on the most credible theories and provides transcripts of some of the key official documentation on the incident and search.
smile.amazon.com/dp/B07QV51MH...
==========================
Music: “Radial Symmetry” by Guy Copeland, licensed through Epidemic Sound.
==========================
My dad flew on the B-36 as a navigator, bomberder at 18 years old. Then he was a pilot flying the WB-50 , C-124, C-141, B-25 and the AC-119. ask me anything you want to know and I'll ask him, he's 89 years old.
Great videos!
He must have had some interesting experiences during his career! I'd like to take you up on that, would you mind hitting me up at AviationHorrors@gmail.com so I have your contact info?
A work colleague of mine went to the crash site in the late 90’s. He was tasked with disposing (detonating) unused explosives left behind during the expedition in the 1950’s. He said “they meant business” (the demolition crew) who blew the thing up. The museum in Smithers BC, Canada has a bomber 075 exhibit with one of the gun turrets on display. I visited it last summer, it was incredible being that close to one of the biggest mysteries of the Cold War. Northern BC also doesn’t give up its secrets, and this adds several layers of complexity to this incident.
On 23 March 1948, a little-known air base southeast of Fairbanks, Alaska, was highlighted in the press when it became known it was being prepared to accommodate the B-36. The press reports indicated that until B-36s were available, the base would host B-50s that “could make bomb runs over any portion of the Soviet Union.” The press report also reported that the “secret” base was just being built but, in fact, construction of the facility had begun on 25 August 1943 as part of the Alaska-Siberia Ferry Route. Nevertheless, it appears that the base, known as Mile 26 because of its proximity to an Army Signal Corps telegraph station, saw little use during the war and was briefly closed in 1945. On 1 December 1947, Strategic Air Command B-29s arrived at 26-Mile Airfield with the deployment of the 97th Bombardment Wing from Smoky Hill AFB, Kansas. Ironically, the wing returned to Kansas on 12 March 1948, ten days before the press report, leaving the base with no assigned aircraft. In the meantime, on 13 January 1948, the base had been named Eielson AFB. Eielson AFB was named for Carl Ben Eielson, an Alaska aviation pioneer who was killed, along with his mechanic Earl Borland, in the crash of their Hamilton aircraft in 1929. Eielson and Borland were attempting a rescue flight to an icebound ship in the Bering Sea when they were killed.
Thanks for sharing this history. The incident with Eielson and Borland sounds like an interesting story in its own right.
Engine failures generally result in a yaw and turn rate, assuming the multiple failures were not symmetric on both sides. The autopilot may not have had sufficient authority to overcome that turning tendency especially if it didn't have a rudder mode designed for that. Even many modern airliners require the pilot to manually trim the rudder for engine failures. Also possible the AP disconnected if it's authority was exceeded, but that would depend on the specific characteristics of the AP in question.
"Two turnin', two burnin', two smokin', two chokin', and two unaccounted for."
It was a dangerous age for aircrew, that switch from piston power props to turbojet power. No 3D Computer Models or simulations. So many lessons had to be learned the hard way.
Willy Ley and Werner Van Braun wanted to build transcontinental rocket fighters. It would simplify so much . . . until you start looking into the materials and digital systems needed.
Even weapons design and implementation were going haywire at the time. Guns were so old fashioned. The modern air war would be conducted with missiles. New Fire Control concepts, RaDAR Warning tech . . . the need for a WSO/ESO behind the pilot . . . all of it was changing on a weekly basis.
About 10 years ago I did a memorial write up for one of the lost crewmembers. Shortly after the daughter wrote me an email and informed me that a burial for her father took place in San Francisco with full military honors, after DNA proved the identity of a small amount of remains, had been confirmed
Yes, Sgt Pollard. The initial DNA tests on the ankle bone fragments in the early 2000s were inconclusive, but eventually they were able to confirm his identity. Thanks for sharing your connection with this!
The reason the motors tended to catch fire was that as pushers, they were installed in the opposite direction to the usual one. Radials normally have their carburettors mounted behind the cylinders. The warm air flowing back keeps the carbs from icing up. In the B-36, the carbs were in front, in the cold airflow, so they would ice up if the humidity was in the right range. As the video describes, engineers would enrich the mixture to maintain power. Excess fuel would collect and might eventually light up.
And the engineers at convair didn't foresee this issue? There was no reliable carb anti ice system installed??
@@lebaillidessavoies3889 I can't find any references to such a system, but that's not proof it wasn't considered. The only mention was of a way to keep the jet engines of the later versions from accumulating airframe icing during the phases of flight where they weren't used.
However, for the radial engine world, carb icing was so rare it might well not have occurred to anyone. That the machine was designed in Texas and tested in California would have kept it from coming to anyone's attention. It would take long flights in high humidity to cause trouble.
@@lebaillidessavoies3889 of course there was, it’s called carb heat. I don’t know exactly how it works, but it does enrich the mixture from its ideal 11:1 stoichiometric ratio, down to a much richer 8:1. It prevents ice from building up in the Venturi of the carburetor.
The B-36 had ten engines, no motors.
@@AVhistorybuff An engine is something constructed by an engineer. A motor is something that moves things. (E.g. Ford Tri-Motor.) All motors are engines, but not all engines are motors.
My father was a flight engineer on the B-36 for SAC back in the day, I Enjoyed may a flight story and history from when he was in the AIR Force.
In the reliability stakes,the D-Series 36 was the first half decent model to enter service with General E LeMay,s SAC, but as some stated blighted by problems with its six engines, Pratt&Whittney 4360 'Corncobs' a seventy one litre 28 cylinder bitch the size of a Volkswagen Beetle Bug. D-Series 36,s 'Achilles heel' is the Bendix PRB Series Pressure Injection Carburettor fitted to the R4360 Dash-41,the size of a Microwave oven it sat at the rear above the supercharger casing in the '12'O clock position. The PRB,s innards are unbelievably complex, including its fuel metering feature,in reality it needed a Fully Autonomous Digital Engine Control FADEC to improve the R-4360 Dash -41,s reliability, but that was a mere twinkle in the designers eye. Luke Hobbs Chief Engineer at Pratt&Whittney took his eye off the ball regarding severe ice build up on carb intakes,and not design a pre heater in the intake tract thus preventing ice build up . H and J Series 36,s had the luxury of R4360 Dash- 53,s with Bendix direct fuel injection, more tolerable in sub zero temperatures and three hundred extra ponies per engine to play with at take off. I never liked the'Pusher' drive arrangement Convair chose when designing the ,36 in 1942-43, that is asking for trouble.
A very accurate depiction of the events. Thank you! Always missing in telling this story is why the airplane flew to Eilison AFB AK to receive a bomb core. At that time the Air Force was forbidden to have functional atomic bombs at bases within the continental Unite States. While Alaska was a possession, it was not part of the United States but it lay near the Great Circle route from the U.S. to the USSR. Cores were stored at Eilison and would be loaded on attacking aircraft, re-fueling was provided there as well. During a full atomic raid, B-36s would leave their bases in the U.S. with bomb casings, full fuel tanks plus the auxiliary "drop" tank. When empty, the spare tank would be jettisoned en-route, the crew would chow and sleep at Eilison while the aircraft were serviced and their tanks topped-off. Fusiliers with cores would join the crews to continue to their targets.
A good family friend Dr Douglas Craig was the one who located the bomber while working for the Geological Survey of Canada in the BC mountains.
Neat, Dr. Craig's name turns up repeatedly in the literature on this incident. Thanks for sharing your connection!
the late Doug Craig (a good friend of mine) only stumbled onto the wreckage in 1956, three years after the aircraft had already been located three years earlier in 1953 ......
@@1950lostnuke Dirk, thanks for dropping in. I first read your book about 075 a number of years ago and it was one of the sources I consulted when putting together this episode.
That terrain is brutal, it is amazing anyone survived a bailout. I have flown over that area numerous times and it's not human friendly at all. Even a ground crew traveling to the crash site is a movie in itself.
Yup, in some cases it took ground search crews hours to traverse distances of only a mile or two.
Personally even though the flight was tragic. I for one would like to thank them and their families for their service and sacrifice protecting us as we slept. Pete from Maryland USA 🇺🇸
Regarding your comment about gear worn when flying over and in extreme conditions: in 2003, we had to sit in a C-141 en route to McMurdo, Antarctica in full "bunny suits". Zipped open as much as possible, so as not be to be cooked. Considering some of the terrain we flew over, it's still a bit unclear what the purpose was. We got no survival rations and until we got close enough to bases within range of helicopters, nothing could have reached us in time, even if we'd survived the downing. The cold weather gear delays hypothermia, it doesn't prevent it, at least if you don't continue to provide nutritional fuel for the body to provide heat.
Thanks for sharing! Another interesting story involving cold weather survival is AF 586, a P-3 that ditched in the North Pacific. All but one of the crew successfully egressed the aircraft, but despite being in a life raft *and* wearing exposure suits, another three died before being rescued.
@@AviationHorrors That sounds like a great subject for a future video documentary, just saying. 😉
@@daviddunsmore103 It's on my list 😁
Damn it one hell of a great narration.
Clear concise and entirely rational.
Subbed. Looking forward to reading about this accident. B-36 has been a favorite of mine since being scared silly by, of course, the movie Strategic Air Command, when I was maybe 4 years old.
Excellent short documentary film! I enjoyed it very much! For the record the two crash site photos used in the film (one showing the bird cage and metal Mark IV detonator case, the 2nd showing the remains of one of the destroyed engines and wing assembly) were taken by D. Davidge in 1997. Regarding the late Doug Craig, he was also present in 1997 when the Canadian Armed Forces and Environment Canada team visited the crash site. It was through his persistent urging with the Canadian Government that the site should be re-visited to make sure the crash site was free and clear of any radioactive contamination. Although he had not seen the site since 1956 when he and others first stumbled upon a few pieces of wreckage and a Geiger Counter still in a drop canister attached to a parachute (while the main wreckage was still mostly buried in snow), he was able to quickly identify the wreckage location from the air to the rest of the team. Cheers.
Thanks for the feedback!
On February 9, 1950, Lt. Gen. Curtis Le May declared that his Strategic Air Command could deliver enough atomic bombs in a few days to equal the entire air destruction of World War II.
He told the Omaha Traffic Club: “In the six years of the last war, the allied nations dropped 2 ½ million tons of bombs on Germany and Japan. You are all generally familiar with the results of these attacks.
“With the atomic bomb now available to use in quantity, the Strategic Air Command is prepared to deliver, in a few days, a tonnage equivalent to that delivered by all allies during the entire course of the World War.
“I leave to your own conclusions as to the effect this attack would have.”
My Dad was stationed at Eielson AFB around this time, working as a B-29 engine mechanic, but I don't recall him ever mentioning it to me during his reminisces.
The bale-out procedure for this B-36 was later, controversially, repeated in Feb. 1953. Aircraft 51-5719, piloted by Lt Col Herman Gerick, ran short of fuel whilst trying to land under GCA control, in poor weather, at RAF Fairford. With the fuel gauges banging on zero the crew baled. Gerick set the auto pilot and compass-heading to the Bristol Channel and baled, hoping it would fall into the sea: it didn't....5719 flew on for another 35 minutes, every which way, eventually coming down on Pitters Wood, 1 1/2 miles from Lacock village, Wiltshire; nowhere near the Bristol Channel .
Local opinion ran high at the notion of 17 crew members "deserting their aircraft, to crash who know's where". All survived with one minor injury. Sadly, Gerick and four others of this crew died in the El Paso crash of 44-92075, another GCA attributed crash.....a tough break.
I got hold of the extensive enquiry of the crash.....no where in the proceedings was comment made of the B-36 baling procedure, leaving an empty aircraft to come down randomly; no mention was made of the local protest I've mentioned. Anyway, with 386 B-36's flying around the cost of this crash was....well, petty cash. RIP Herman Gerick, George Morford, Royal Freeman, Edwin House and Doug Minor.
At last someone who spells "bale" correctly! Thank you, sir.
Very interesting, I had not heard of 51-5719 before. Would you mind hitting me up at AviationHorrors@gmail.com? I'd love to get your sources and maybe do an episode on one or both of those incidents at some point.
@@WildBillCox13 The word is spelled correctly but it’s the wrong word in this context. The RAF can do as they like but USAF crews “bail out.” :)
@@ericbainter826 I appreciate your input. I also understand the weight of military tradition a bit. But, hear me out-bail is what criminals pay to get out of jail. Bale is ejecting something from your craft. As a Navy man and an armchair historian (and son of an English teacher) I salute my bothers from different force projecting mothers but promote my personal spelling and its meaning and intent. Separately, I also suspect a "thank you for your service" is in order.
I flew for the Air Force for more than 10 years and never thought about the origin of the word. I can see how both make sense.
What an awesome gem of a channel! :D Keep up the amazing work!
I like the businesslike narration. Congratulations on a fine production. Sorrow over the lives lost.
A refreshingly accurate and well presented account of this event. Congrats!
Great video with really good animations. Subbed
Probably the best and most sober look at the story so far. Some comments: like all early autopilots the B-36 autopilot could not be “set” to a new heading as said here, it could only maintain an existing heading or with a knob manually turn to a new one - as was procedure Captain Barry answered in the report he was last man out and that “everybody successfully got out of the airplane” - the idea that the plane “landed largely intact” is extremely unlikely to impossible and based only on enthusiast speculation.
Thanks for the feedback, another viewer pointed out that limitation of the C-1 autopilot as well...so much for the possibility that it was set to a heading before the final crew member bailed out.
Thank you - it was the most advanced autopilot of its day but like the C-1 could not do that. Not related or an important point - the first pages of the report tell more than once that there were 10 B-36s on the maneuver, including the 2 mentioned.
I'm curious why the pilot would set a 165 heading to send the bomber "out to sea". A 240 heading would be nearly perpendicular to the coast. A 165 heading would only be about 15 degrees from parallel to the coast.
I was wondering the same thing!
Also, I love your handle from Sesame Street! 😁
Someone should write the details on how Schreier ended up staying on the plane. Captain Barry would have to have bailed out ahead of Schreier, even though Barrys SOP job as commander was to be last out himself and make sure everyone went out before him. When Barry came down from the cockpit he had to use the same escape hatch where Schreier would have been standing, so did Barry see him, say “see ya” and jumped, then lied about it at the hearing? - or did Schreier purposely try to hide from Barry in the small radio room? This brings up more questions.
Thank you, very informative and well told.
Impressive. Subbed!
Don't forget to include the Fairey Gannet in a future episode!
My thoughts are about me finding a great new aviation channel to watch!
Very good story and video, thank you for posting it.
I like your channel, so I subscribed.
Fascinating story well told. Subscribed
My guess is Captain Schreier set the heading north, waited several minutes (maybe as long as a half hour) to make certain he would be above land, and then bailed. He simply wasn't found, likely due to the extreme weather.
Very interesting stories here. Good content good sir.
Thanks for sharing this story, appreciate it a lot.
Greets from the Netherlands 🌷, T.
Interesting story. Nice job.
If Jimmy Stewart had been PIC, you can bet the big fella would have made it home.
Yes! Did you see how he crash landed the remains of his B36 in the night and snowstorm , dodging the cliffs and mountains.....
NIGHTMARE at MIDNIGHT By Frank Perkins
Star-Telegram staff writer
Reprinted from the Fort Worth Star-Telegram,
Sunday, February 16, 1997
Forty-seven years ago this month, a routine B-36 Peacemaker training flight led to the deaths of five Fort Worth-based airmen and a survival struggle for the remaining dozen crew members.
Some of the survivors will be back in town April 24-27 for the annual reunion of the B-36 Association, where they will relive the mission that changed their lives.
It began at 4:27 p.m. Feb. 13, 1950, when a Strategic Air Command Peacemaker B-36B bomber lifted off from Eielsen Air Force Base in Anchorage, Alaska, en route to Fort Worth and Carswell Air Force Base on a simulated combat raid.
Piloted by Capt. H.L. Barry, the six engine bomber carried 17 crewmen and a 10,000 pound World War II "Fat Man" atomic bomb. According to Air Force records, the weapon did not contain the plutonium core needed to create an atomic explosion.
Most of the survivors, now in their 70's and 80's, recall how the flight turned into a nightmare as the plane approached the west coast of Canada.
"We started picking up some ice," said retired Master Sgt. D. Thrasher, 75, of Cross Plaines, west of Fort Worth, then a staff sergeant and gunner on the B-36.
"Icing was no problem, but then the carburetors on three of the six engines started icing up and that meant big trouble. When the three engines caught fire, it was time to leave."
Retired Lt. Col. Paul E. Gerhart, then a lieutenant, was the plane's radar officer and it was his duty to drop and detonate the 10,000 pound weapon to keep it from falling into enemy hands.
"It was about midnight when I salvoed the bomb", he recalled recently in a telephone conversation from his home in Newport News. Va. "It detonated about 4,000 feet above the Pacific."
The explosion was from the 32 high-explosive "lenses" designed to crush the plutonium core and trigger the chain reaction. With no core, the blast triggered no nuclear reaction, but destroyed the bomb.
The crew began bailing out.
Capts. W.M. Phillips and T.F. Schreier; Lt. A. Holie and Staff Sgts. E.W. Pollard and N.A. Straley were the first out and they apparently landed in the Pacific. Their bodies were never found.
The remaining men followed, but by then, the flaming bomber had reached British Columbia's Vancouver Island and the 12 survivors landed in the heavy growths of pine trees that covered the island.
Thrasher was among the first down on a dark, freezing cold midnight.
"I landed in a tree and hung up, but I released the harness anyway and tumbled down into hip-deep snow," he said. "I took out my one-man rubber dinghy, inflated it and crawled under it and went to sleep."
The next morning, he yelled as loud as he could, got an answering yell and spent the day walking toward the others and wound up with a party of four survivors led by Barry, the pilot.
A year later, Barry died over Oklahoma in a mid-air collision between his B-36 and an Oklahoma Air National Guard P-51 Mustang. Thrasher and one other crewman would be the only survivors of that tragedy. Ford, 74, now living in Temple, south of Waco, also was with Barry's party on Vancouver Island.
"We made a teepee out of a parachute and I remember that we emptied our pockets and wallets of any paper we had to make a fire, except money," Ford said.
"Once we got the fire going, we tried to dry our socks and get warm, but it was a pretty miserable night, although I didn't even come down with a cold after all that exposure."
Barry's party managed to make its way to the coast for a rescue by a Canadian Fisherman after about 40 hours on the ground.
Two other crew members, then Lt. C.G. Pooler and Staff Sgt. Vitale Trippodi, were not as lucky.
Trippodi, 69, of Brigham City, Utah, was left hanging upside down in a tree with an injured shoulder. Hours later, he was found by Barry and co-pilot Lt. R.P. Whitfield.
"They managed to get me out of the tree, but I couldn't walk because of frostbitten feet so they made me comfortable at the foot of the tree and told me that they couldn't stay with me; they had to go find help for the others, but that they would come back for me", Trippodi said in a phone conversation from his home.
"I lay there in that ice and snow for a day or two until I was found by a Canadian rescue team, who got me to a ship."
The last crewman rescued was Pooler, 82, a flight engineer.
"Getting out of a tree, I fell 40 feet and broke my right ankle," the retired Air Force major said in a phone conversation from his New Braunfels home.
He limped a mile down the mountain to a frozen lake and settled in to await rescue.
"I had one of those search and rescue signaling mirrors and I got it out and began signaling a rescue plane that flew right over me." Pooler said. "It flew right over me twice and I could see the reflections from my mirror dancing on it's fuselage, but the crew never saw me and the plane flew on off."
He would lie there for three nights, assuaging his hunger with a candy bar he had bought in River Oaks on his way to Carswell Air Force Base to begin the flight.
"I remember digging out that candy bar and counting the squares and figuring out that if I ate one square of chocolate a day, I could eat for nine days," Pooler said.
On the morning of the fourth day, he heard the voices of a search party of Canadian sailors from the destroyer Cayuga, yelled, and was saved.
But fate was not finished toying with the survivors.
On the flight back to Fort Worth, the twin-engine Air Force plane carrying the men lost one of its engines, but landed safely.
"That's when some of us seriously thought, "To hell with it," Gerhart said.
Thanks for sharing!
This article referenced Vancouver Island, but of course that's not correct.
This reminds me of the crash of Jimmy Stewart’s B-36 in the movie Strategic Air Command. Anyone know if the movie was based on this incident.
Subbbbeeedddd. Perhaps my best subscription ever.
It is amazing it flew 300 mikes after the bail out..
Its a miracle there were survivors..
No carb heat??
13:11---Jimmy Stewart
@8:10 I noticed you mentioned the birdcage but not the detonators?
the detonators were installed...
@@1950lostnuke not all of them.
If you would like to do an add-on I can provide many first-hand accounts.
I'd like to take you up on that...I see you have a lot of B-36 stuff on your channel (subscribed, btw!). Would you mind shooting me a note at AviationHorrors@gmail.com so that I have your contact info?
they found bielefeld at the crash site.
Was the airframe damaged past allowing a controlled steady descent? Why would they bail from a controllable aircraft with such a range able to go down in populated areas?
A dude steered that away from us to hide things. Respect.
With the engines on fire, there was a real risk of the fuel tanks overheating, and exploding without warning. So even if it was controllable, they thought they were sitting in a time bomb. Getting out was a prudent choice.
So when they examined the wreckage they didn't check the autopilot settings? You did state the plane was mostly intact.
Aircraft was blown up by US Air Force; I visited the site a number of times; totally demolished!
Dirk, do you know how intact (or not) the aircraft wreckage was when the team found it? I've heard multiple accounts but haven't seen any good pictures of the pre-demolition wreck.
WTF are those HATS they are wearing at 7:54??? LOL!!!
I’m going to venture a guess some kind of squadron hat or specific to that particular aircraft.
Funny you mention that, I noticed those hats too. Actually, I've also noticed them in other USAF videos from the Era. It looks like they'd be customized by squadron and the individual's name or call sign.
It's aliens; I seen 'em.
Jimmy Stewart stayed aboard so, guess the capt on this plane did the same :)
Too bad , they should have tried to land this piece of crap...it seemed to be willing to fly a bit more.....its fate.....anyway , the decision to evacuate was taken and its a not an easy decision to take.
Closed Captioning can create some odd things. For instance, at the end of this video the title is spoken, Aviation Horrors. But the prudes who programmed the captioning heard whores! Thus they made it (-), blanking out the supposed curse word. God forbid that someone may read the word whore on RUclips!
You need sound deadening on your walls.
Its a shame the attacks on SanFran were only simulated. Could have solved many of the issues they suffer there today. ;-)
As I understand it, a functioning nuclear device was dropped and detonated in this case. The islands surrounding the drop zone had to be subsequently designated as an 'ecological reserve'.
Yes, but without the nuclear core. It was dropped to destroy the device to prevent salvage by commie subs.
@@AVhistorybuff They didn't have time to do this through all the panic and adrenaline
@@andyasdf2078 OK, but that's what two of the crew told me. The device had no nuclear core when the TNT shell was detonated.
Very interesting, and very well done. I hadn't heard of this story before (or seen Strategic Air Command - it is rarely if ever televised here in Limey-land.) I can understand the Wiltshire locals getting cross about the later incident - being 'over paid, over sexed and over here' the Americans weren't always popular......
They were popular enough with the young ladies.
I've seen it a few times on free view 🤩
TOY?
Were there no places to land the plane? It seems crazy to leave a plane with three working engines to jump into such hostile terrain with 17 men. I assume the engines that were on fire could be extinguished and a lot of that fuel they had on board for that long flight dumped to improve lift. Leaving the aircraft is the last option you want to take.
There are no long runways around that area to land at. Engine losses even multiple on the B-36 continued to be a problem in future often without icing. I don't believe there is fuel dump mechanics on a lot of military aircraft of this time. That plane was going to go down eventually.
Maybe Sandspit? I used to fly to logging camps in the 1970's and DC-9's and 737's landed there. I thought that the U.S. had built the strip at Sandspit in conjunction with the Alaska Highway in WW2.
The aircraft required an extremely long runway and there were only a handful of airports that could take it.
@@mikeuyeda2330 Sandspit is only 5000ft long today. B36 runways all had to be expanded specifically for the plane to be no less that 10,000. Even though were talking landing and not take-off, I think it wouldn't work
@@aidan11162 Long and thick. It's why the B-36 was never deployed overseas.
broken arrow #1
I can't think of anything else other than a Nuclear device to be able to power an underground facility not too far from the crash site... hmmmmmm
Nuclear weapons can't produce power, they can only explode.
Why do you have B-24 footage on this video???
Listen to the audio which accompanies it. He is discussing WW II combat losses in comparison to one bomber and 5 crew. Please pay attention.
Definitely aliens.
Flying Northward forever . . . wait! Isn't the Soviet Union at the end of that great circle? Imagine the political and diplomatic fallout. Scary.
🔥 ƤＲＯ𝓂Ｏ𝕤ᗰ
What an accent . Pure torture .
Yeah, the USAF and their documents are totally credible.
Oh do you have somthing that would be more credible lol? Unless you were at the crash site before it was distroyed by the USAF I doubt it.
2 Canadians did a better story about this crash.
Spoken word trails of on volume at the last part of each sentence. If it's done deliberately, stop, it's crap. But otherwise a good video.
If was flown into it's crashsite by it's pilot. Many docs have already been done on this. This upload is a sham at best.
well done ..... most info correct ..... except location of dropped bomb is wrong ....
Half ass click bait
300 kilometers is 186 miles. Stop calling people by their last names. Call them by their first names. 350 kilometers is 217 miles.
Why use first name only? He mentioned the pilot his rank along with first and last name
I looked at your channel to see how a video like this could be done better, but your "channel has no content".
In most parts of the world with more emphasis into Japan, calling people by their last name is a sign of respect with calling somebody by their first if they were homies.
For the most part (99.99% of the time), one NEVER, NEVER, NEVER address other military personnel by their first name; especially in public. Only ‘if’ they were classmates @ a military school or other educational institution. It’s drummed into every servicemen from day one of enlistment to address Officers & Non Commissioned Officers by their rank & last name as a sign of respect of authority & knowledge. I should know, I spent 23 years in the Army.
THIS IS THE FIRST I EVER HEARD OF THIS SHIP , AND I AM AN EXTREAMLY WELL READ AVIATION BUFF... AND A LIC. COMM. PILOT ... PERHAPS THERE IS MUCH TRUTH IN THE OLD SAYING " LIFE IS AN ENDLESS LEARNING EXPERIENCE " X. VIDEO WAS WELL PRESENTED ... AND RCVD