Tag Archives: Fitzhugh Lee Fulton Jr.

1 December 1984

NASA 833, a remotely-piloted Boeing 720 airliner, pulls up after a practice approach to the impact point on Rogers Dry Lake. The "X" is the planned touchdown point. The "rhino" barriers are at the runway threshold. (NASA)
NASA 833, a remotely-piloted Boeing 720 airliner, pulls up after a practice approach to the impact point on Rogers Dry Lake. The “X” is the planned touchdown point. The “rhino” barriers are at the runway threshold. (NASA)

After four years of planning and preparation, the National Aeronautics and Space Administration (NASA) and the Federal Aviation Administration (FAA) intentionally crashed a Boeing 720 airliner to test an experimental fuel additive intended to reduce post-crash fires, and to assess passenger survivability. An anti-misting agent was added to standard commercial JP-5 jet fuel to create AMK, or “Anti-Misting Kerosene.” The airliner’s fuel tanks were filled with the AMK mixture, totaling 16,060 gallons (10,794 liters). Instrumented crash test dummies were placed in the passengers seats.

NASA 833, the Boeing 720-027 airliner, FAA registration N833NA, was a remotely-piloted aircraft. NASA test pilot Fitzhugh Lee (“Fitz”) Fulton, Jr., flew NASA 833 from a ground station, the NASA Dryden Remotely Controlled Vehicle Facility. More than 60 flights had been made prior to the actual test.

Fitz Fulton in the CID.
Fitz Fulton in the NASA Dryden Remotely Controlled Vehicle Facility

The test was planned so that the airliner would make a shallow 3.8° approach to a prepared runway on the east side of Rogers Dry Lake at Edwards Air Force Base. It was to land on its belly in a wings-level attitude, then slide into a group of barriers, called “rhinos,” which would slice open the wing tanks. The fuselage and passenger cabin would remain intact. NASA and the FAA estimated that this would be “survivable” for all occupants.

Just before touchdown, the Boeing 720 entered a "Dutch roll." The airliner's nose yawed to the left and the left wing dipped, striking the ground sooner than was planned. All four engines are still at full throttle. NASA 833 is to the right of the runway center line. (NASA)
Just before touchdown, the Boeing 720 entered a “Dutch roll.” The airliner’s nose yawed to the left and the left wing dipped, striking the ground sooner than was planned. All four engines are still at full throttle. NASA 833 is to the right of the runway center line. (NASA)

As the Boeing 720 descended on its Final Approach, its nose yawed to the right and the airplane went to the right of the runway center line. It then yawed back to the left and entered an out-of-phase oscillation called a “Dutch roll.” The decision height to initiate a “go-around” was 150 feet (45.7 meters) above the surface of the lake bed. Fitz Fulton thought he had enough time to get NASA 833 back on the center line and committed to the test landing. However, the Dutch roll resulted in the airliner’s left wing impacting the ground with the inboard engine on the left wing (Number Two) just to the right of the center line.

NASA 833 slews left as it approaches the test apparatus. The Boeing 720 has reached the intended touchdown point but is out of position, still to the right of center line and misaligned. (NASA)
NASA 833 slews left as it approaches the test apparatus. The Boeing 720 has reached the intended touchdown point but is out of position, still to the right of center line and misaligned. (NASA)

According to the test plan, all four of the airliner’s engines should have been brought to idle, but they remained at full throttle. The left wing’s impact yawed the airliner to the left and, rather than the fuselage passing through the rhino barriers undamaged, the passenger compartment was torn open. Another rhino sliced into the Number Three engine (inboard, right wing), opening its combustion chamber. With the fuel tanks in the wings ruptured, raw fuel was sprayed into the engine’s open combustion chamber which was still at full throttle.

 As the airliner slides through the "rhino" barriers, they rip open the fuel tanks, the Number Three engine and the passenger compartment. The raw fuel immediately ignited. (NASA)
As the airliner slides through the “rhino” barriers, they rip open the fuel tanks, the Number Three engine and the passenger compartment. The raw fuel immediately ignited. (NASA)

The raw fuel ignited and exploded into a fireball. Flames immediately entered the passenger compartment. As the 720 slid on the runway it continued to rotate left and the right wing broke off though the fuselage remained upright.

NASA 833's right wing breaks off, rupturing the fuel tanks. Nearly 8,000 gallons (30,000 liters) of jet fuel pours out into the fireball. (NASA)
NASA 833’s right wing breaks off, rupturing the fuel tanks. Nearly 8,000 gallons (30,000 liters) of jet fuel pours out into the fireball. (NASA)

As the right wing came off the ruptured fuel tanks emptied most of the raw fuel directly into the fireball.

The flaming wreckage of NASA 833 slides to a stop on Rogers Dry Lake. Fire fighters needed more than one hour to extinguish the fire. (NASA)
The flaming wreckage of NASA 833 slides to a stop on Rogers Dry Lake. Fire fighters needed more than one hour to extinguish the fire. (NASA)

Over an hour was required to extinguish the flames. The test of the flame-reducing fuel additive was a complete failure. Test engineers estimated that 25% of the occupants might have survived the crash, however, it was “highly speculative” that any could have escaped from the burning, smoke-filled passenger compartment.

Fithugh L. "Fitz" Fulton, Jr. (NASA)
Fitzhugh Lee “Fitz” Fulton, Jr., with NASA 905, a Shuttle Carrier Aircraft, and Enterprise (OV-101). (NASA)

Fitzhugh Lee Fulton, Jr., was born at Blakely, Georgia, 6 June 1925, the first of two sons of Fitzhugh Lee Fulton, a livestock salesman, and Manila Fulton. He was educated at Alabama Polytechnic Institute (now known as Auburn University) and the University of Oklahoma. He was awarded a bachelor of arts degree from Golden Gate University, San Francisco, California.

Fulton entered the U.S. Army Air Corps in 1943, and was trained as a pilot. He married Miss Erma I. Beck at Tucson, Arizona, 16 December 1945. They would have three children.

Following World War II, participated in Operation Crossroads, the atomic bomb tests at Bikini Atoll, July 1946. Lieutenant Fulton flew the Douglas C-54 Skymaster four-engine transport during the Berlin Airlift, making 225 sorties, and then the Douglas B-26 Invader light attack bomber during the Korean War.

Captain Fitz Fulton, U.S. Air Force, in teh cockpit of a Douglas B-26 Invader, circa 1952. (Air & Space Magazine)
Captain Fitz Fulton, U.S. Air Force, in the cockpit of a Douglas B-26 Invader, circa 1952. (Air & Space Magazine)

Fulton graduated from the Air Force Test Pilot School in 1952. He served as project test pilot for the Convair B-58 Hustler supersonic bomber and flew the B-58 to a World Record Altitude of 26,017.93 meters (85,360.66 feet) on 14 September 1962.¹

Major Fitz Fulton in the cockpit of a Convair B-58. (Jet Pilot Overseas)
Major Fitz Fulton in the cockpit of a Convair B-58. (Jet Pilot Overseas)

At Edwards Air Force Base, he flew the B-52 “mother ships” for the X-15 Program. He flew the North American XB-70A Valkyrie faster than Mach 3. When Fulton retired from the Air Force in 1966, he was a lieutenant colonel assigned as Chief of Bomber and Transport Test Operations.

Fitz Fulton continued as a research test pilot for NASA, flying as project pilot for the YF-12A and YF-12C research program. He flew all the early test flights of the NASA/Boeing 747 Shuttle Carrier Aircraft and carried the space shuttle prototype, Enterprise. By the time he had retired from NASA, Fulton had flown more than 16,000 hours in 235 aircraft types.

Fitzhugh L. Fulton, Jr., died at Thousand Oaks, California, 4 February 2015, at the age of 89 years..

Lieutenant Colonel Fitzhugh Lee Fulton, Jr., with a North American Aviation XB-70A Valkyrie.
Colonel Joseph Frederick Cotton and Lieutenant Colonel Fitzhugh Lee Fulton, Jr., with a North American Aviation XB-70A Valkyrie.

NASA 833 (c/n 18066) was ordered by Braniff Airways, Inc., as N7078, but the sale was not completed. The airplane first flew 5 May 1961 and it was delivered to the Federal Aviation Administration as a test aircraft one week later, 12 May 1961, registered N113. A few years later the identification was changed to N23, then back to N113, and then once again to N23. In 1982, the Boeing 720 was transferred to NASA to be used in the Controlled Impact Demonstration. At this time it was registered as N2697V. A final registration change was made to N833NA.

NASA 833 at Edwards Air Force Base, prior to the Controlled Impact Demonstration. (Paul)

The Boeing 720 was a variant of the Model 707, intended for short to medium range flights. It had 100 inches (2.54 meters) removed from the fuselage length and improvements were made to the wing, decreasing aerodynamic drag, though it retained the span of the 707.

The Boeing 720 was powered by four Pratt & Whitney Turbo Wasp JT3C-7 turbojet engines, a civil variant of the military J57 series. The 720B was equipped with the more efficient P&W JT3D-1 turbofan engines. The JT3C-7 was a “two-spool” axial-flow engine with a 16-stage compressor (9 low- and 7 high-pressure stages), 8 combustion tubes, and a 3-stage turbine (1 high- and 2 low-pressure stages). It was rated at 12,030 pounds of thrust (53.512 kilonewtons) for takeoff. The JT3D-1 was a dual axial-flow turbofan engine, with a 2-stage fan section 13-stage compressor (6 low- and 7 high pressure stages), 8 combustion chambers and a 4-stage turbine (1 high- and 3 low-pressure stages). This engine was rated at 14,500 pounds of static thrust (64.499 kilonewtons) at Sea Level, and 17,000 pounds (75.620 kilonewtons), with water injection, for takeoff (2½ minute limit). Almost half of the engine’s thrust was produced by the fans. Maximum engine speed was 6,800 r.p.m. (N1) and 10,200 r.p.m. (N2). It was 11 feet, 4.64 inches (3.471 meters) long, 4 feet, 5.00 inches (1.346 meters) wide and 4 feet, 10.00 inches (1.422 meters) high. It weighed 4,165 pounds (1,889 kilograms). The JT3C could be converted to the JT3D configuration during overhaul.

The maximum cruise speed of the Boeing 720 was 611 miles per hour (983 kilometers per hour) and maximum speed was 620 miles per hour (1,009 kilometers per hour). The range at at maximum payload was 4,370 miles (7,033 kilometers).

Boeing built 154 720 and 720B airliners from 1959 to 1967.

The Federal Aviation Administration's Boeing 720-027 N113. (FAA)
The Federal Aviation Administration’s Boeing 720-027 N113. (FAA)

¹ FAI Record File Numbers 14652 and 14656

© 2016, Bryan R. Swopes

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14 September 1962

Major Fitzhugh L. Fulton, Jr., U.S. Air Force, in the cockpit of a Convair B-58A Hustler Mach 2+ strategic bomber. (U.S. Air Force)

14 September 1962: At Edwards Air Force Base, in the high desert of southern California, Major Fitzhugh L. Fulton, Jr., United States Air Force, with Captain William R. Payne, USAF, and civilian flight test engineer C.R. Haines, flew a Convair B-58A-10-CF Hustler, serial number 59-2456, to a record 26,017.93 meters (85,360.66 feet) while carrying a 5,000 kilogram payload. This set a Fédération Aéronautique Internationale (FAI) World Record for Altitude in both the 2,000 kilogram (4,409.25 pounds) ¹ and 5,000 kilogram (11,023.11 pounds) ² classes.

Left to right, Major Fitzhugh L. Fulton, Jr., USAF, Captain William R. Payne, USAF, and civilian flight test engineer C.R. Haines. (FAI)
Left to right, Major Fitzhugh L. Fulton, Jr., USAF, Captain William R. Payne, USAF, and civilian flight test engineer C.R. Haines. (FAI)
Fitzhugh L. Fulton, Jr., 1942.

Fitzhugh Lee Fulton, Jr., was born 6 June 1925 at Blakeley, Georgia. He was the son of Fitzhugh Lee Fulton and Manila T. Fulton. He graduated from Columbus High School, Columbus, Georgia, in 1942. He later studied at Auburn University, Auburn, Alabama, and the University of Oklahoma, Norman, Oklahoma (just south of Oklahoma City). he graduated from Golden Gate University, San Francisco, California.

Fitz Fulton married Miss Erma I. Beck at Tucson, Arizona, 16 December 1945.

He entered the U.S. Army Air Corps in 1943. He flew the Douglas C-54 Skymaster transport during the Berlin Airlift and Douglas B-26 Invaders during the Korean War. Fulton graduated from the Air Force Experimental Test Pilot School in 1952. He served as project test pilot for the Convair B-58 Hustler supersonic bomber. At Edwards AFB, he flew the B-52 “motherships” for the X-15 Program. He flew the North American XB-70A Valkyrie to more than Mach 3. When Fulton retired from the Air Force in 1966, he was a lieutenant colonel assigned as Chief of Bomber and Transport Test Operations.

Fitz Fulton continued as a test pilot for NASA, flying as project pilot for the YF-12A and YF-12C research program. He flew all the early test flights of the NASA/Boeing 747 Shuttle Carrier Aircraft and carried the space shuttle prototype, Enterprise. By the time he had retired from NASA, Fulton had flown more than 16,000 hours in 235 aircraft types.

Fitzhugh Lee Fulton, Jr., died at Thousand Oaks, California, 4 February 2015, at the age of 89 years.

Convair B-58A-10-CF Hustler 59-2456 with a full weapons load. Major Fitzhugh L. Fulton, U.S. Air Force, flew this Mach 2+ strategic bomber to an altitude of 16.2 miles (26 kilometers) over Edwards Air Force Base, California, 14 September 1962. (U.S. Air Force)

The B-58 Hustler was a high-altitude Mach 2 strategic bomber which served with the United States Air Force from 1960 to 1970. It was crewed by a pilot, navigator/bombardier and a defensive systems operator located in individual cockpits. The aircraft is a delta-winged configuration similar to the Convair F-102A Delta Dagger and F-106 Delta Dart supersonic interceptors.

The Hustler is 96 feet, 10 inches (29.515 meters) long, with a wing span of 56 feet, 10 inches (17.323 meters) and an overall height of 31 feet 5 inches (9.576 meters). The wing’s leading edge is swept back at a 60° angle and the fuselage incorporates the “area rule” which resulted in a “wasp waist” or “Coke bottle” shape for a significant reduction in aerodynamic drag. The airplane’s only control surfaces are two “elevons” and a rudder, and there are no flaps.

The B-58A was powered by four General Electric J79-GE-5 axial-flow afterburning turbojet engines, suspended under the wings from pylons. This was a single-shaft engine with a 17-stage compressor and 3-stage turbine, rated at 10,300 pounds of thrust (45.82 kilonewtons), and 15,600 pounds (69.39 kilonewtons) with afterburner. The J79-GE-5 was 16 feet, 10.2 inches (5.136 meters) long and 3 feet, 2.0 inches (0.965 meters) in diameter.

The bomber had a cruise speed of 610 miles per hour (981.7 kilometers per hour) and a maximum speed of 1,325 miles per hour (2,132.4 kilometers per hour). The service ceiling is 64,800 feet (19,751 meters). Unrefueled range is 4,400 miles (7,081 kilometers). Maximum weight is 168,000 pounds (76,203.5 kilograms).

The B-58 weapons load was a combination of a W-39 warhead, and/or Mk.43 or B61 nuclear bombs. The W-39 warhead, the same used with the Redstone IRBM or Snark cruise missile, was carried in a jettisonable centerline pod, which also carried fuel for the aircraft. The smaller bombs were carried on underwing hardpoints. For defense, there was a General Electric M61 Vulcan 20×102 mm six-barreled rotary cannon mounted in the tail, with 1,200 rounds of linked ammunition, controlled by the Defensive Systems Officer.

Convair B-58A-10-CF 59-2456 was assigned to the 43rd Bombardment Wing at Carswell Air Force Base, Texas until 1969 when it was placed in storage at Davis-Monthan Air Force Base, Tucson, Arizona, 9 December 1969. The record-setting strategic bomber was scrapped 1 June 1977.

FAI altitiude record setting Convair B-58A-10-CF 59-2456, showing the bomber's weapons capability. (U.S. Air Force)
FAI altitude record setting Convair B-58A-10-CF 59-2456, showing the bomber’s weapons capability. Major Fitzhugh L. Fulton, U.S. Air Force, flew this Mach 2+ strategic bomber to an altitude of 16.2 miles (26 kilometers) over Edwards Air Force Base, California, 14 September 1962. (U.S. Air Force)

¹ FAI Record File Number 14656

² FAI Record File Number 14652

© 2017, Bryan R. Swopes

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12 August 1977

Space Shuttle prototype Enterprise separates from NASA 905 for its first free flight, 12 August 1977. (NASA)

12 August 1977: At Edwards Air Force Base, California, the prototype Space Shuttle Oriter, Enterprise, (OV-101) was mated to the Boeing 747-100 Shuttle Carrier Aircraft, N905NA, call sign NASA 905, for the first of five approach and landing test flights. On Enterprise‘ flight deck were astronauts Fred Haise and Gordon Fullerton. The crew of NASA 905 were NASA test pilots Fitz Fulton and Tom McMurty with Vic Horton and Skip Guidry as flight engineers.

An estimated 65,000 people had come to Edwards to watch and at 8:00, Fitz Fulton began the take off roll down Runway 22. For the next 38 minutes the spacecraft/aircraft combination climbed together into the desert sky. After reaching an altitude of 24,100 feet (7,346 meters), Fulton put the Shuttle Carrier Aircraft into a shallow dive. At 8:48 a.m., Fred Haise fired the seven explosive bolts holding the two craft together. The 747 entered a descending left turn while Haise banked Enterprise away to the right.

Space Shuttle Orbiiter Enterprise during a glide test. (NASA)
Space Shuttle Orbiter Enterprise during a glide test. (NASA)

As Enterprise made its gliding descent, Haise and Fullerton experimented with the prototype’s flight characterisics and handling. The Shuttle Orbiter touched down on Rogers Dry Lake at 185 miles per hour (297.7 kilometers per hour), and rolled for two miles (3.22 kilometers) before coming to a complete stop.

The first free flight of Enterprise lasted 5 minutes, 21 seconds.

Space Shuttle Enterprise banks to the left to line up with the runway on Rogers Dry Lake. (NASA)
Space Shuttle Enterprise banks to the left to line up with the runway on Rogers Dry Lake. (NASA)

© 2017, Bryan R. Swopes

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